Hybrid multicopter and fixed wing aerial vehicle

ABSTRACT

An aerial vehicle is includes a wing, first and second rotors, and a movement sensor. The first and second multicopter rotors are rotatably coupled to the wing, the first multicopter rotor is rotatable relative to the wing about a first lateral axis, and the second multicopter rotor is rotatable relative to the wing about a second lateral axis. Each multicopter rotor is coupled to each other multicopter rotor, wherein the multicopter rotors are restricted to collective synchronous rotation relative to the wing between a multicopter configuration and a fixed-wing configuration. The movement sensor is coupled to the multicopter rotors, wherein the movement sensor is positioned to rotate relative to the wing when the multicopter rotors rotate relative to the wing between the multicopter and fixed-wing configurations.

FIELD

This disclosure relates to the field of hybrid multicopter and fixedwing aerial vehicles.

INTRODUCTION

A multicopter based aerial vehicle includes a plurality of rotors whichprovide thrust for lift and horizontal movement. Steering and control isprovided by modulating the relative magnitude of thrust from each rotorso that the aerial vehicle will pitch, roll, or yaw as desired.Multicopter based aerial vehicles may permit vertical takeoff andlandings.

A fixed wing aerial vehicle includes shaped wings which develop lift inresponse to forward thrust. Forward thrust may be provided by one ormore thrust devices (e.g. rotors, or jet engines). Fixed wing aerialvehicles may provide relatively long range between takeoff and landing.

SUMMARY

In one aspect, an aerial vehicle is provided which may include a bodyand a multicopter. The body may have at least one wing. The multicoptermay be rotatably mounted to the body about a multicopter axis. Themulticopter may include a plurality of rotors positioned andcontrollable to rotate the multicopter about the multicopter axis.

In another aspect, an aerial vehicle kit is provided. The kit mayinclude a multicopter linkage having a wing mount, a first rotor mountrotatably coupled to the wing mount to rotate about a first lateralaxis, and a second rotor mount rotatably coupled to the wing mount torotate about a second lateral axis longitudinally spaced apart from thefirst lateral axis. The first and second rotor mounts may be restrictedto collective synchronous rotation relative to the wing mount between amulticopter configuration and a fixed-wing configuration.

In another aspect, an aerial vehicle is provided, which may include awing, first and second rotors, and a movement sensor. The first andsecond multicopter rotors may be rotatably coupled to the wing, thefirst multicopter rotor may be rotatable relative to the wing about afirst lateral axis, and the second multicopter rotor may be rotatablerelative to the wing about a second lateral axis. Each multicopter rotormay be coupled to each other multicopter rotor, wherein the multicopterrotors are restricted to collective synchronous rotation relative to thewing between a multicopter configuration and a fixed-wing configuration.The movement sensor may be coupled to the multicopter rotors, whereinthe movement sensor is positioned to rotate relative to the wing whenthe multicopter rotors rotate relative to the wing between themulticopter and fixed-wing configurations.

In another aspect, a method of making an aerial vehicle is provided. Themethod may include providing a multicopter linkage having a wing mount,a first rotor mount rotatably coupled to the wing mount to rotate abouta first lateral axis, and a second rotor mount rotatably coupled to thewing mount to rotate about a second lateral axis longitudinally spacedapart from the first lateral axis, wherein the first and second rotormounts are restricted to collective synchronous rotation relative to thewing mount between a multicopter configuration and a fixed-wingconfiguration; mounting a wing to the wing mount; and mounting amulticopter rotor to each of the rotor mounts.

DRAWINGS

FIG. 1 is a top plan view schematic of an aerial vehicle in accordancewith at least one embodiment;

FIG. 2 is a schematic of a hardware controller in accordance with atleast one embodiment;

FIG. 3 is a cross-sectional view taken along line 2-2 in FIG. 1 showingthe aerial vehicle in a multicopter configuration;

FIG. 4 is a cross-sectional view taken along line 2-2 in FIG. 1 showingthe aerial vehicle in a fixed wing configuration;

FIG. 5 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 6 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 7 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 8 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 9 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 10 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 11 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 12 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 13 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 14 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 15 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 16 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 17 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 18 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 19 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 20 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 21 is a perspective view of an aerial vehicle in accordance withanother embodiment;

FIG. 22 is a perspective view of an aerial vehicle with wings rotatedupwardly;

FIG. 23 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 24 is a top plan view schematic of an aerial vehicle in accordancewith another embodiment;

FIG. 25 is a perspective view of an aerial vehicle in a multicopterconfiguration, in accordance with another embodiment;

FIG. 26 is a perspective view of an aerial vehicle in a multicopterconfiguration, in accordance with another embodiment;

FIG. 27 is a top plan view of the aerial vehicle of FIG. 26;

FIG. 28 is a top plan view of an aerial vehicle in accordance withanother embodiment;

FIG. 29 is a top plan view of an aerial vehicle in accordance withanother embodiment;

FIG. 30 is a side elevation view of the aerial vehicle of FIG. 26 in amulticopter configuration;

FIG. 31 is a side elevation view of the aerial vehicle of FIG. 26 in afixed-wing configuration;

FIG. 32 is a side elevation view of an aerial vehicle in a multicopterconfiguration, in accordance with another embodiment;

FIG. 33 is a side elevation view of the aerial vehicle of FIG. 32, in afixed-wing configuration;

FIG. 34 is a side elevation view of an aerial vehicle in a multicopterconfiguration, in accordance with another embodiment;

FIG. 35 is a side elevation view of the aerial vehicle of FIG. 34, in afixed-wing configuration;

FIG. 36 is a perspective view of an aerial vehicle in accordance withanother embodiment;

FIG. 37 is a perspective view of an aerial vehicle in accordance withanother embodiment;

FIG. 38 is a perspective view of an aerial vehicle in a multicopterconfiguration, in accordance with another embodiment;

FIG. 39 is a perspective view of the aerial vehicle of FIG. 38, in afixed-wing configuration;

FIG. 40 is a perspective view of a multicopter linkage and a sensor, inaccordance with an embodiment;

FIG. 41 is an exploded view of the multicopter linkage of FIG. 40;

FIG. 42 is an exploded view of the aerial vehicle of FIG. 38 includingthe multicopter linkage and sensor of FIG. 40;

FIG. 43 is a perspective view of the aerial vehicle of FIG. 38, furtherincluding a configuration actuator, in accordance with an embodiment;

FIG. 43B is a perspective view of an aerial vehicle in accordance withanother embodiment;

FIG. 44 is a perspective view of an aerial vehicle in a multicopterconfiguration, in accordance with another embodiment;

FIG. 45 is a perspective view of the aerial vehicle of FIG. 44, in afixed-wing configuration;

FIG. 46 is a perspective view of an aerial vehicle in accordance withanother embodiment;

FIG. 47 is a perspective view of an aerial vehicle in accordance withanother embodiment;

FIG. 48 is a perspective view of an aerial vehicle in accordance withanother embodiment; and

FIG. 49 is a perspective view of an aerial vehicle in accordance withanother embodiment.

DESCRIPTION OF VARIOUS EMBODIMENTS

Numerous embodiments are described in this application, and arepresented for illustrative purposes only. The described embodiments arenot intended to be limiting in any sense. The invention is widelyapplicable to numerous embodiments, as is readily apparent from thedisclosure herein. Those skilled in the art will recognize that thepresent invention may be practiced with modification and alterationwithout departing from the teachings disclosed herein. Althoughparticular features of the present invention may be described withreference to one or more particular embodiments or figures, it should beunderstood that such features are not limited to usage in the one ormore particular embodiments or figures with reference to which they aredescribed.

The terms “an embodiment,” “embodiment,” “embodiments,” “theembodiment,” “the embodiments,” “one or more embodiments,” “someembodiments,” and “one embodiment” mean “one or more (but not all)embodiments of the present invention(s),” unless expressly specifiedotherwise.

The terms “including,” “comprising” and variations thereof mean“including but not limited to,” unless expressly specified otherwise. Alisting of items does not imply that any or all of the items aremutually exclusive, unless expressly specified otherwise. The terms “a,”“an” and “the” mean “one or more,” unless expressly specified otherwise.

As used herein and in the claims, two or more parts are said to be“coupled”, “connected”, “attached”, or “fastened” where the parts arejoined or operate together either directly or indirectly (i.e., throughone or more intermediate parts), so long as a link occurs. As usedherein and in the claims, two or more parts are said to be “directlycoupled”, “directly connected”, “directly attached”, or “directlyfastened” where the parts are connected in physical contact with eachother. As used herein, two or more parts are said to be “rigidlycoupled”, “rigidly connected”, “rigidly attached”, or “rigidly fastened”where the parts are coupled so as to move as one while maintaining aconstant orientation relative to each other. None of the terms“coupled”, “connected”, “attached”, and “fastened” distinguish themanner in which two or more parts are joined together.

Referring to FIG. 1, an aerial vehicle 100 is shown in accordance withat least one embodiment. Aerial vehicle 100 may be selectively operablein a multicopter configuration and/or a fixed wing configuration. In themulticopter configuration, lift may be provided predominantly bypropelling air mass downwardly from the aerial vehicle 100. In the fixedwing configuration, lift may be provided predominantly by rearward airmovement across or onto the wing(s) of the aerial vehicle 100. Themulticopter configuration may conveniently permit vertical takeoffs andlandings. The fixed wing configuration may provide enhanced flightefficiency for greater range between takeoff and landing.

In the illustrated embodiment, aerial vehicle 100 includes a body 102configured as a flying wing 104. That is, aerial vehicle 100 is absent adistinct fuselage or tail. As shown in FIG. 3, the cross-section of wing104 may be shaped as an aerofoil for developing lift in the fixed wingconfiguration as described in more detail below. As used herein and inthe claims, an aerofoil is any cross-sectional shape suitable for a wingto develop lift in response to forward relative movement of the wingthrough air. In other embodiments, wing 104 may be a flat wing thatprovides lift by its angle of attack.

Returning to FIG. 1, wing 104 may have any top view shape. In theillustrated example, wing 104 is substantially triangularly shaped. Inother embodiments, the top view shape of wing 104 may be similar toanother regular shape (e.g. circular, square, or other polygonal shape),or an irregular shape. FIG. 15 shows an embodiment 500 including arectangular shaped wing 104. FIG. 20 shows another embodiment of aerialvehicle 100 including a diamond shaped wing 104.

With continuing reference to FIG. 1, aerial vehicle 100 may include amulticopter 108 mounted in a multicopter opening (i.e. aperture) 112 inwing 104. Multicopter 108 may be substantially centered along alongitudinal wing axis 116, and/or substantially centered along alateral wing axis 120. Wing axes 116 and 120 each extend through thecenter of mass of aerial vehicle 100. In the illustrated example,multicopter 108 and multicopter opening 112 are substantially centeredalong both wing axes 116 and 120. This may improve the massbalance/symmetry of aerial vehicle 100, and may enhance thebalance/symmetry of thrust developed by multicopter 108. In alternativeembodiments, multicopter 108 may be positioned off-centered from bothwing axes 116 and 120. FIG. 15 shows an embodiment 500 including amulticopter 108 mounted outside of wing 104.

Multicopter opening 112 may have any shape. In the illustrated example,multicopter opening 112 is circular. In alternative embodiments,multicopter opening may have another regular shape (e.g. triangular,rectangular, hexagonal, etc.), or an irregular shape. FIG. 24 showsanother embodiment of aerial vehicle 100 including a multicopter opening112 that is rectangular.

Still referring to FIG. 1, multicopter 108 may be mounted to wing 104with free rotation about a multicopter axis 124. This may permit freerelative rotation of multicopter 108 relative to wing 104 at leastwithin a non-zero angular range of motion. The non-zero angular range ofmotion may be between 10-360 degrees, such as 10-180 degrees, 10-90degrees, 10-60 degrees, at least 30 degrees, or 30-90 degrees forexample. For example, multicopter 108 may be rotatable about multicopteraxis 124 relative to wing 104 substantially without any transmission oftorque between multicopter 108 and wing 104 (except perhapsinsignificant friction at the rotational joint). In some embodiments,aerial vehicle 100 may be free of devices which transmit torque torotate multicopter 108 about multicopter axis 124 relative to wing 104.

Multicopter axis 124 may extend in any direction relative to wing 104.In some embodiments, multicopter axis 124 may extend parallel to one ofwing axes 116 and 120, or multicopter axis 124 may be coplanar with wingaxes 116 and 120. For example, multicopter axis 124 may extend parallelto, or be collinear with, lateral wing axis 120 as shown. As exemplifiedin FIG. 4, this may permit multicopter 108 to rotate about multicopteraxis 124 to change the direction 128 of thrust provided by multicopter108 to aerial vehicle 100. FIG. 21 shows another embodiment wheremulticopter axis 124 is parallel and spaced apart from lateral wing axis120. In the illustrated example, multicopter axis 124 is positionedbelow lateral wing axis 120.

Referring again to FIG. 1, multicopter 108 may include a plurality ofrotors 132. Multicopter 108 including rotors 132 may be rotatable,relative to wing 104, as a unitary assembly about multicopter axis 124.As shown in FIG. 4, rotation of multicopter 108 about multicopter axis124 may include rotation of each rotor 132 about multicopter axis 124.In some embodiments, multicopter rotors 132 may be fixedly positionedand oriented relative to each other. For example, multicopter 108 may befree of actuators for controlling the position or orientation ofmulticopter rotors 132 relative to each other. Multicopter rotors 132may be rigidly connected together in any manner. For example,multicopter rotors 132 may be rigidly connected by a frame 144.

Multicopter 108 may be freely rotatably mounted to body 102 in anymanner. In the illustrated embodiment, multicopter frame 144 is mountedto an axle 148, which itself is mounted to wing 104. As shown,multicopter frame 144 may be rigidly mounted to axle 148 and axle 148may be rotatably mounted to wing 104. In this example, axle 148 may becollinear with multicopter axis 124. Axle 148 is shown mounted to wing104 at opposite ends of multicopter opening 112. Optionally, axle 148may be mounted to wing 104 by axle bearings 152. Alternatively or inaddition, axle 148 may be loosely held in axle openings 156 formed inwing 104 and wing 104 may be free of bearings 152. In alternativeembodiments, multicopter frame 144 may be rotatably mounted to axle 148,and axle 148 may be rigidly connected to wing 104. In a furtheralternative, multicopter frame 144 may be rotatably mounted to axle 148,and axle 148 may be rotatably mounted to wing 104.

Multicopter 108 may include any number of rotors 132. For example,multicopter 108 may include 2 or more rotors 132, or at least 4 rotors132. In the illustrated embodiments, multicopter 108 includes fourrotors 132, and is commonly referred to as a quadcopter. FIG. 24 showsanother example including a multicopter 108 with two rotors 132.

Still referring to FIG. 1, each multicopter rotor 132 may include anynumber of rotor blades 136. Further, each multicopter rotor 132 mayinclude the same number of blades 136 as each other multicopter rotor132, or one or more (or all) multicopter rotors 132 may include adifferent number of rotor blades 136 than one or more other multicopterrotors 132. In some examples, each multicopter rotor 132 may include 1or more rotor blades 136. In the illustrated embodiment, each rotor 132includes 2 rotor blades 136. FIG. 24 shows an example of a multicopter108 where each rotor 132 includes 3 rotor blades 136. Each multicopterrotor 132 may include rotor blades 136 of the same size, or one or more(or all) multicopter rotors 132 may include rotor blades 136 ofdifferent sizes than the other multicopter rotors 132. In theillustrated embodiment, all multicopter rotor blades 136 are the samesize.

Referring to FIG. 3, each multicopter rotor 132 is operable to rotaterotor blades 136 about a respective rotor axis 140. Typically, thedirection 160 of thrust for a multicopter rotor 132 is parallel to itsrotor axis 140. Rotor axes 140 of multicopter 108 may all be parallel asshown. Alternatively, one or more (or all) rotor axes 140 may extend atan angle to other rotor axes 140. In this case, multicopter thrustdirection 128 may be the average of multicopter rotor thrust directions160 weighted by thrust magnitude.

Referring back to FIG. 1, multicopter rotors 132 may be arranged in anypositional arrangement. For example, multicopter rotors 132 may beevenly or unevenly distributed in a regular arrangement (e.g. a circulararrangement, a regular polygon arrangement, or a grid arrangement) or anirregular arrangement, which may be centered on multicopter axis 124 orcenter-offset from multicopter axis 124. In the illustrated example,multicopter rotors 132 are evenly distributed in a circular arrangementcentered on multicopter axis 124. FIG. 24 shows another example ofmulticopter 108 including multicopter rotors 132 aligned with winglongitudinal axis 116. As shown, one multicopter rotor 132 is forwardlyof the multicopter axis 124, and one multicopter rotor 132 is rearwardof the multicopter axis 124.

Referring to FIG. 3, each multicopter rotor 132 is operable to rotateits respective rotor blades 136 about its respective rotor axis 140. Forexample, each multicopter rotor 132 may include a rotor motor 164connected to the rotor blades 136 of that multicopter rotor 132, asshown. In some embodiments, the rotary direction of a rotor motor 164may be selectively reversible for reversing the thrust direction of themulticopter rotor 132.

Referring to FIGS. 1 and 2, aerial vehicle 100 may include a hardwarecontroller 168. As shown, hardware controller 168 may include a wirelessreceiver 172 for receiving wireless control signals (e.g. from useroperable handheld controller), and a processor 176 for interpreting thecontrol signals from wireless receiver 172. Processor 176 may beconnected (e.g. by one or more I/O ports 178) to the motors (e.g. rotormotors 164), and other actuators of aerial vehicle 100 to operate theaerial vehicle as described herein. For example, processor 176 may beelectrically connected to each multicopter rotor motor 164 to separatelycontrol the torque of each rotor motor 164. Hardware controller 168 mayalso include one or more sensors 180 in communication with processor 176by wire or wirelessly. For example, a sensor 180 may be a multi-axisgyroscopic sensor for determining the angular orientation of wing 104and multicopter 108, a GPS sensor for determining the locationcoordinates of aerial vehicle 100, a barometer, a sonar sensor, or aninfrared sensor for determining the altitude of aerial vehicle 100 abovea surface below. In some embodiments, one or more of sensors 180 may bepositioned on wing 104, and one or more of sensors 180 may be positionedon multicopter 108. For example, separate accelerometers may be mountedto each of wing 104 and multicopter 108 for sensing the orientations ofboth the wing 104 and multicopter 108.

Hardware controller 168 may be mounted to any component of aerialvehicle 100. In the illustrated embodiment, hardware controller 168 ismounted to wing 104. FIG. 24 shows another embodiment where hardwarecontroller 168 is mounted to multicopter 108. In other embodiments, someparts of hardware controller 168 may be separately mounted to differentcomponents of aerial vehicle 100. For example, processor 176 may bemounted to multicopter 108, and wireless receiver 172 may be mounted tobody 102.

Referring to FIGS. 3 and 4, multicopter rotors 132 may be operable (e.g.by control signals from hardware controller 168 (FIG. 1)) to rotatetheir respective rotor blades 136 at different torques to control thethrust produced, and therefore control the acceleration and velocity ofaerial vehicle 100. Preferably, different multicopter rotors 132 may beselectively operable at different torques to produce different thrustthan other multicopter rotors 132. This may permit control over therotation of multicopter 108 about multicopter axis 124 by modulating thetorques of the different multicopter rotors 132. For example, a positiveor negative torque about the multicopter axis 124 may be developed byincreasing or decreasing the relative torques of the multicopterrotor(s) 132 on one side of the multicopter axis 124 compared to thetorques of the multicopter rotor(s) 132 on the other side of themulticopter axis 124. In the illustrated example, multicopter 108 may bepitched forwardly (i.e. rotate counter-clockwise relative to gravitywhen viewed from the left) by producing greater thrust with the rearmulticopter rotors 132 b than the front multicopter rotors 132 a (andvice versa). This may permit aerial vehicle 100 to transition betweenthe multicopter configuration (FIG. 3) and the fixed wing configuration(FIG. 4).

In some embodiments, multicopter rotors 132 may be operable (e.g. bycontrol signals from hardware controller 168 (FIG. 1)), to reverse therotary direction, and therefore reverse the rotor thrust direction 160.For example, multicopter 108 may be rapidly pitched forwardly byproducing upward thrust with the rear multicopter rotors 132 b, anddownward thrust with the front multicopter rotors 132 a (and viceversa). This may permit aerial vehicle 100 to transition quickly betweenthe multicopter configuration (FIG. 3) and the fixed wing configuration(FIG. 4).

FIG. 3 shows aerial vehicle 100 in a multicopter configuration. Themulticopter configuration may provide the convenience of verticaltakeoff and landing, and stationary hovering. As shown, in themulticopter configuration, multicopter 108 may be substantially parallel(e.g. co-planar) with wing 104 (e.g. parallel with wing axes 120 and 124(FIG. 1)). In this orientation, multicopter rotors 132 may be upwardlyfacing with an upward (e.g. in the direction of gravity) multicopterthrust direction 128. The magnitude of the multicopter thrust maydetermine whether aerial vehicle 100 rises, falls, or hovers at constantelevation. As shown, in the multicopter configuration one or more (orall) multicopter rotors may be at least partially (or completely)positioned inside of multicopter opening 112.

Referring to FIG. 25, in some embodiments, multicopter 108 may berotated out of the plane of wing 104 in the multicopter configuration.For example, multicopter 108 may be rotated substantially perpendicularto wing 104 with multicopter rotors 132 extending above and/or belowwing 104. This may reduce the drag from wing 104 during vertical takeoffand landing. Optionally, body 102 may be shaped to permit aerial vehicle100 to be self-supporting on a surface below in the vertical orientationshown. For example, body 102 may include a vertical stabilizer 252 whichextends transverse (e.g. perpendicular) to wing 104 to provideadditional stability for landing.

Referring to FIG. 1, in the multicopter configuration, free rotationbetween multicopter 108 and wing 104 may permit wind and/or airresistance to cause wing 104 to rotate about multicopter axis 124 (e.g.pitch forwardly or rearwardly in the example shown). In someembodiments, aerial vehicle 100 may include a brake 182 selectivelyoperable (e.g. by control signals from hardware controller 168) toinhibit relative rotation between multicopter 108 and wing 104. Brake182 may be activated while multicopter 108 is in the multicopterconfiguration, and released to permit multicopter 108 to rotate relativeto wing 104 to the fixed wing configuration. In some embodiments, brake182 may be activated while in the fixed wing configuration. In someembodiments, brake 182 may be activated to lesser degrees to slow therotation of wing 104 relative to multicopter 108.

Still referring to FIG. 1, as an alternative to brake 182, or inaddition to brake 182, aerial vehicle 100 may include an actuator 184(e.g. motor) operable (e.g. by control signals from hardware controller168) to control the rotary orientation of wing 104 relative tomulticopter 108. Actuator 184 may be operated while multicopter 108 isin the multicopter configuration, or the fixed wing configuration, orboth, and released when transitioning between the two modes to permitfree rotation of multicopter 108 relative to wing 104. In use, actuator184 may be operable to make fine adjustments to the angle betweenmulticopter 108 and wing 104 in support of steering aerial vehicle 100.

Referring to FIGS. 1 and 3, as an alternative to brake 182 and actuator184, or in addition to one or both of brake 182 and actuator 184, aerialvehicle 100 may include a wing stabilization system 188. Wingstabilization system 188 may include one or more rotors 192 whichproduce thrust to create torque for reorienting body 102 relative tomulticopter 108. For example, stabilization rotor(s) 192 may beselectively activated to control the pitch or roll of wing 104.

Wing stabilization system 188 may include any number of stabilizationrotors 192. For example, wing stabilization system 188 may include oneor more stabilization rotors 192. In the illustrated example, wingstabilization system 188 includes two stabilization rotors 192, whichmay be selectively activated to develop thrust for providing torque forpitch control. FIG. 5 shows another embodiment of aerial vehicle 100including a wing stabilization system 188 with three stabilizationrotors 192 for pitch and roll control. FIGS. 20 and 24 show embodimentsof aerial vehicle 100 including a wing stabilization system 188 withfour stabilization rotors 192.

Referring to FIG. 1, each stabilization rotor 192 may be positioned in astabilization rotor aperture 196 which penetrates wing 104.Stabilization rotors 192 and apertures 196 may be arranged in anypositional arrangement about wing 104. For example, stabilization rotors192 and apertures 196 may be evenly or unevenly distributed about wing104. In some embodiments, stabilization rotors 192 and apertures 196 maybe positioned on opposite sides of one or both of wing axes 116 and 120.This may permit stabilization rotors 192 to provide thrust aboutopposite sides of the wing axis 116 or 120 for rotating wing 104 aboutthat axis 116 or 120.

In the illustrated embodiment, wing stabilization system 188 includes afront stabilization rotor 192 a in a front stabilization rotor aperture196 a, and a rear stabilization rotor 192 b in a rear stabilizationrotor aperture 196 b. Rotors 192 a and 192 b may be selectivelyactivated independently of multicopter rotors 132 for adjusting thepitch of wing 104 relative to multicopter 108. FIG. 5 shows anotherembodiment including a front stabilization rotor 192 a, a rear leftstabilization rotor 192 bL, and a rear right stabilization rotor 192 bR.As shown, rear stabilization rotors 192 bL and 192 bR may be positionedon opposite sides of longitudinal wing axis 116 to control the roll ofwing 104. In the illustrated embodiment, rear stabilization rotors 192bL and 192 bR may be selectively activated to control the roll of aerialvehicle 100 as a whole (i.e. including wing 104 and multicopter 108).

Referring to FIG. 3, each stabilization rotor 192 may be oriented toprovide thrust in any direction 200. For example, all stabilizationrotors 192 may have an upward thrust direction 200, all stabilizationrotors 192 may have a downward thrust direction 200, or somestabilization rotors 192 may have an upward thrust direction 200 whileother stabilization rotors 192 have a downward thrust direction 200. Insome embodiments, one or more (or all) stabilization rotors 192 may beoperable to selectively change their thrust directions 200. For example,a stabilization rotor 192 may be operable to reverse the rotation of itsrotor blades 204 to invert its thrust direction 200.

Alternatively, or in addition, a stabilization rotor 192 may berotatable to selectively face a different direction. For example, FIG. 6shows an embodiment where each stabilization rotor 192 is rotatablymounted to wing 104 by a stabilization rotor axle 208. A motor 212 maybe connected to each axle 208. Motor 212 may be selectively operated(e.g. by control signals from hardware controller 168) to rotate theconnected stabilization rotor 192 to face a selected direction.

Returning to FIG. 3, stabilization rotors 192 may be rigidly connectedto wing 104. As shown, each stabilization rotor 192 may have an upwardthrust direction 200 that may or may not be reversible. In this example,wing 104 may be pitched forwardly or rearwardly by modulating therelative thrusts of front and rear stabilization rotors 192 a and 192 b.Stabilization rotors 192 may also be activated to provide lift duringeither or both of the multicopter configuration and the fixed wingconfiguration.

Similar to multicopter rotors 132, each stabilization rotor 192 isoperable to rotate its respective stabilization rotor blades 204 aboutits respective stabilization rotor axis 216. For example, eachstabilization rotor 192 may include a stabilization rotor motor 216connected to the rotor blades 204 of that stabilization rotor 192, asshown.

Reference is now made to FIG. 4, which shows aerial vehicle 100 in afixed wing configuration. In this configuration, multicopter 108 may beindependently rotated out of the plane of wing 104 to provide horizontal(e.g. forward) thrust. As shown, multicopter 108 may be rotated at anangle 220 to wing 104. One or more (or all) multicopter rotors 132 maybe at least partially (or completely) positioned outside of multicopteropening 112 in the fixed wing configuration (e.g. above or below wing104). This may permit those multicopter rotors 132 to provide effectivethrust for propelling wing 104 horizontally (e.g. forward alonglongitudinal axis 116). The shape of wing 104 (e.g. aerofoil shape)and/or the angle of attack of wing 104 may passively create lift foraerial vehicle 100 in response to forward movement of wing 104 throughair. Optionally, stabilization rotors 192 (if present) may be activatedto provide supplemental lift.

Still referring to FIG. 4, multicopter 108 may be rotated to any angle220 in the fixed wing configuration. For example, multicopter angle 220may be greater than 10 degrees, such as 10-90 degrees. In theillustrated embodiment, angle 220 is approximately 45 degrees. At somemulticopter angles 220 (e.g. less than 90 degrees), multicopter thrustdirection 128 may deviate from horizontal (i.e. be non-horizontal) sothat multicopter thrust direction 128 may have both upward and forwardcomponents to provide both lift and forward thrust. At some othermulticopter angles 220 (e.g. 90 degrees), multicopter thrust direction128 may be substantially horizontal so that multicopter 108 maycontribute forward thrust with little or no lift.

Referring back to FIG. 1, aerial vehicle 100 may include one or moredevices for stabilizing the orientation of wing 104. For example, aerialvehicle 100 may include one or more of a brake 182, actuator 184, andwing stabilization system 188, as described above. Alternative, or inaddition to any one or more of these devices, aerial vehicle 100 mayinclude one or more control surfaces 224. Control surfaces 224 may bemovably mounted (e.g. pivotably mounted) to wing 104. The movement ofcontrol surfaces 224 may be controlled (e.g. by control signals fromhardware controller 168) to operate as ailerons for controlling roll, tooperate as elevators for controlling pitch, to operate as a rudder tocontrol yaw, or a combination thereof depending on the number, size,position, and orientation of control surfaces 224. In the illustratedembodiment, aerial vehicle 100 is shown including two control surfaces224 symmetrically disposed on opposite sides of wing longitudinal axis116, on a rear end 228 of wing 104. Each control surface 224 may beindividually activated (e.g. pivoted upwardly or downwardly) byactuators (e.g. motors 232) to create drag for controlling roll andsteering of aerial vehicle 100.

Referring to FIG. 7, in some embodiments, body 102 may include a tail236 which extends rearwardly from wing 104. In the illustratedembodiment, tail 236 is a passive tail without control surfaces. Tail236 may be rigidly connected to wing 104 to provide drag which may helpto orient aerial vehicle 100 so that aerial vehicle 100 tends to travelin a forward direction 240 in the fixed wing configuration. Tail 236 maybe made of any material, which may be flexible or rigid. In someembodiments, tail 236 may be made of a flexible material, such as asheet of flexible plastic.

Referring to FIG. 8, in some embodiments, tail 236 may be an active tailincluding one or more control surfaces 224. As shown, tail 236 mayinclude a vertical stabilizer 252 including a vertical control surface224, which may act as a rudder for influencing yaw. Tail 236 may berigidly connected to wing 104.

Reference is now made to FIG. 9, where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 300 inaccordance with another embodiment is shown. As exemplified, aerialvehicle 300 may include a body 102 having a frame 304, wings 308, and atail 312. A multicopter 108 is positioned in a multicopter opening 112of frame 304. Further, multicopter 108 is freely rotatably mounted toframe 304 similarly to how multicopter 108 is freely rotatably mountedto wing 104 in aerial vehicle 100 (see FIG. 1). This may permitmulticopter 108 to rotate about multicopter axis 124 independently ofthe frame 304, wings 308, and tail 312 for transitioning between themulticopter configuration and the fixed wing configuration, as describedabove with respect to aerial vehicle 100.

Still referring to FIG. 9, each wing 308 may extend laterally outwardlyfrom vehicle frame 304. Wings 308 may have a cross-sectional shapesuitable for producing lift in response to forward movement through air.For example, each wing 308 may be shaped as an aerofoil. This may permitwings 308 to contribute lift to aerial vehicle 300 when operating in thefixed wing configuration where multicopter 108 may be oriented forwardlyto provide forward thrust.

As exemplified, tail 312 may extend rearwardly from vehicle frame 304.Tail 312 may be directly connected in contact with vehicle frame 304 orrearwardly spaced apart from vehicle frame 304. In the illustratedembodiment, tail 312 is shown rearwardly spaced apart from vehicle frame304 by a tail bracket 316. Tail 312 may be a passive tail withoutcontrol surfaces (e.g. similar to tail 236 of FIG. 7), or tail may be anactive tail with one or more control surfaces (e.g. similar to tail 236of FIG. 8). In the illustrated embodiment, tail 312 is an active tailformed as a control surface 224. Control surface 224 may be selectivelyrotatable (e.g. pivotable) upwardly and downwardly by activating controlsurface motor 232 (e.g. by control signals from hardware controller168). This may permit control surface 224 to create drag to operate asan elevator for influencing the pitch of aerial vehicle 300.

Still referring to FIG. 9, frame 304 may have any shape. In theillustrated example, frame 304 is substantially square in top plan view.In alternative embodiments, frame 304 may have another regular shape(e.g. circular, triangular, octagonal) or an irregular shape.

Reference is now made to FIG. 21, where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 600 inaccordance with another embodiment is shown. As shown, aerial vehicle600 may include a body 102, including a frame 304 and wings 308. In theillustrated example, wings 308 extend laterally outwardly of frame 304along lateral wing axis 120. Frame 304 is shown extending downwardly,transverse to wings 120. Multicopter 108 is rotatably mounted (e.g.freely rotatably mounted) to frame 304 similarly to how multicopter 108is rotatably mounted to wing 104 in aerial vehicle 100 (see FIG. 1). Asexemplified, multicopter axis 124 may extend parallel to and spacedapart below lateral wing axis 120.

In some embodiments, aerial vehicle 600 may further include acounterweight 602 mounted to body 102. As shown, counterweight 602 maybe permanently or removably mounted to the bottom of frame 304.Counterweight 602 may help to maintain aerial vehicle 600 oriented sothat frame 304 (and multicopter 108) extends below wings 308. In someembodiments, counterweight 602 may be a functional component, such as anenergy source (e.g. batteries or fuel). In alternative embodiments,aerial vehicle 600 may not include counterweight 602.

Referring to FIG. 22, in some embodiments, wings 308 may be upwardly ordownwardly rotatable relative to multicopter 108. For example, wings 308may be rotated upwardly as shown or downwardly, in the multicopterconfiguration or for compact storage. In the multicopter configuration,turning wings 308 upwardly or downwardly may reduce the resistance fromwings 308 during vertical takeoff and landing, and may permit aerialvehicle 300 to land in a smaller area.

Wings 308 may be upwardly or downwardly rotatable relative tomulticopter 108 by any wing angle 320. For example, wing angle 320 maybe less than 30 degrees, such as 0 degrees, in the fixed wingconfiguration, and wing angle 320 may be at least 30 degrees, such as 90degrees in the multicopter configuration.

Wings 308 may be upwardly or downwardly rotatable relative tomulticopter 108 in any manner. As exemplified, wings 308 may bepivotably connected to frame 304. Wing motors 324 may be selectivelyactivated (e.g. by control signals from controller 168) to rotate wings308 to the desired wing angle 320. In an alternative embodiment, upwardor downward rotation of wings 308 may be exclusively manually operated(e.g. free of electronic actuators) or additionally manually operatedfor the purpose of making aerial vehicle 300 more compact for storage.

Reference is now made to FIG. 15 where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 500 inaccordance with another embodiment is shown. As shown, aerial vehicle500 may include a body 102, including a wing 104 and a tail 236. Body102 is shown positioned between rotors 136 of multicopter 108. Asexemplified, multicopter rotors 136 may be rotatably coupled (e.g.freely rotatably coupled) to body 102 by a multicopter axle 148 whichextends laterally across and outboard of wing 104. As exemplified, thisallows body 102 to be free of multicopter openings 112 (FIG. 1), whichmay enhance the aerodynamics of body 102.

Still referring to FIG. 15, multicopter 108 is rotatable as a whole(i.e. a unitary element) about multicopter axis 124 relative to body102. That is, all multicopter rotors 136 of multicopter 108 arecollectively rotatable about multicopter axis 124 relative to body 102.

Reference is now made to FIG. 10 where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 400 inaccordance with another embodiment is shown. As shown, aerial vehicle400 may be shaped as a traditional airplane including a body 102 havinga fuselage 404, wings 308, and a tail 236. Multicopter 108 may bepositioned in multicopter opening 112 formed in fuselage 404, and freelyrotatably mounted to fuselage 404 analogously to the description abovewith respect to the mounting of multicopter 108 in aerial vehicle 100.

As shown, tail 236 may include a tailplane 244 including left and righthorizontal stabilizers 248, and a vertical stabilizer 252. One or more(or all) of stabilizers 248 and 252 may include a control surface 224.In the illustrated example, each horizontal stabilizer 248 includes ahorizontal control surface 224, which may act as elevators forinfluencing pitch, and vertical stabilizer 252 includes a verticalcontrol surface 224, which may act as a rudder for influencing yaw. Tail236 may be formed of any material, which may be rigid for example.

Fuselage 404 may provide storage capacity for transporting cargo and/orpassengers as in a traditional airplane. Multicopter 108 may providelift for vertical takeoff and landing in the multicopter configuration.Wings 308 may be appropriately shaped (e.g. as aerofoils) to providelift in the fixed wing configuration where multicopter 108 is angledforwardly to provide forward thrust. One or both of wings 308 and tail236 may include one or more control surfaces 224, which may act asailerons, elevators, rudders, or combinations thereof.

Reference is now made to FIG. 11. As an alternative to or in addition topositioning a multicopter 108 in a multicopter opening 112 formed infuselage 404, aerial vehicle 400 may include one or more multicopters108 b positioned in multicopter openings 112 in wings 308. Eachmulticopter 108 b may be freely hingedly mounted to a respective wing308 analogously to the description above with respect to the mounting ofmulticopter 108 in aerial vehicle 100. In one aspect, multicopters 108 bmay provide enhanced control over the roll of aerial vehicle 400. Forexample, multicopters 108 b may be controlled to produce differentmagnitudes of thrust to influence the roll of aerial vehicle 400. Inanother aspect, multicopters 108 b may substitute a multicopterpositioned in fuselage 404 as shown, which may permit fuselage 404 tocarry more cargo and/or passengers.

Reference is now made to FIG. 20, which shows another embodiment ofaerial vehicle 100. In the illustrated embodiment, aerial vehicle 100includes a multicopter 108 rotatably mounted (e.g. freely rotatablymounted) in a multicopter opening 112. As shown, body 102 is free ofcontrol surfaces. Instead, stabilization system 188 may include fourstabilization rotors 192. In some embodiments, stabilization rotors 192may be operated (e.g. by control signals from hardware controller 168)in the fixed-wing configuration for steering (e.g. to pitch and rollwing 104).

Reference is now made to FIG. 12. In some embodiments aerial vehicle 100may be configured to carry one or more articles of cargo 256 (referredto herein as packages). For example, aerial vehicle 100 may include oneor more releasable cargo mounts 260 for holding packages 256 (e.g.suspended below wing 104). Cargo mounts 260 may include any retentionmembers (e.g. straps, arms, brackets, etc.), and may be manuallyreleasable (e.g. by hand), and/or electronically releasable (e.g. bycontrol signals from hardware controller 168). This may permit aerialvehicle 100 to operate as a delivery drone for delivering packages (e.g.to fulfill internet orders).

Aerial vehicle 100 may include any number of cargo mounts 260. Forexample, aerial vehicle 100 may include 1 or more cargo mounts. In theillustrated embodiment, aerial vehicle 100 includes 8 cargo mounts.

Cargo mounts 260 may have any size. For example, all cargo mounts 260may be configured for holding similarly sized packages 256 as shown, orat least one cargo mount 260 may be configured for holding a differentlysized (e.g. larger or smaller) package 256. In some cases, cargo mounts260 may be adjustable for holding a variety of package sizes, and/orcombinable for holding larger sized packages 256 (e.g. double, triple,or quadruple sized packages 256).

Cargo mounts 260 may be positionally arranged in any manner about aerialvehicle 100. For example, cargo mounts 260 may be arranged to holdpackages aligned in rows, columns, or arbitrary positions about aerialvehicle 100. In the illustrated embodiment, cargo mounts 260 arepositioned to hold packages 256 in a single file row proximate each ofthe left and right sides 264 and 268 of wing 104. Cargo mounts 260 maybe connected to any portion of aerial vehicle 100. For example, cargomounts 260 may be connected to the body 102 of aerial vehicle 100, suchas to wing 104.

It will be appreciated that packages 256 may act to laterally and/orlongitudinally offset the center of gravity of aerial vehicle 100. Forexample, packages 256 may be asymmetrically arranged about wing 104, orpackages 256 may be asymmetrically weighted about wing 104. Theasymmetry of packages 256 may be further aggravated upon releasing (e.g.delivering) a subset of packages 256 being carried by aerial vehicle100. Unless compensated for, an offset center of gravity may causeaerial vehicle 100 to unwantedly pitch, roll, or yaw.

In some embodiments, aerial vehicle 100 may include a mass balancingsystem 272 mounted to the body 102 of aerial vehicle 100 (e.g. connectedto wing 104). Mass balancing system 272 may include one or more masses276 (e.g. relatively heavy solid object or liquid volume) which isselectively movable to help restore the center of gravity of aerialvehicle 100. In some embodiments, masses 276 may be a functionalcomponent such as an energy source (e.g. battery or fuel). Each mass 276may be movable in any direction. For example, mass 276 may be laterallymovable as shown, longitudinally movable (see FIG. 13), or both. In asimple example, if a package 256 is released from the left side ofaerial vehicle 100, then mass 276 may be moved leftwardly to compensate.

Mass 276 may be movable in any manner. For example, mass 276 may bemovable manually (e.g. by hand), or electronically (e.g. by controlsignals from hardware controller 168). In the illustrated embodiment,mass 276 is a solid object mounted to slide along a rail 280. In thisexample, a motor 284 (which may constitute mass 276 or contribute to theweight of mass 276) may be connected to mass 276 for moving mass 276along rail 280. For example, motor 284 may be mounted to mass 276 anddrive a sprocket or wheel (not shown) which engages rail 280 to movemass 276 along rail 280.

It will be appreciated that as an alternative to, or in addition to massbalancing system 272, aerial vehicle 100 may include a wingstabilization system 188 and/or control surfaces 224 to help counteractpitch, yaw, or roll caused by mass imbalances. For example, FIG. 12shows an example including a mass balancing system 272 with a laterallymovable mass 276 which may compensate for lateral mass imbalance thatmight cause roll, and a pitch stabilization system 188 which may beoperable to compensate for longitudinal mass imbalance that might causepitch. Similarly, FIGS. 13 and 14 show examples including a massbalancing system 272, with one or more longitudinally movable masses276, which may compensate for longitudinal mass imbalance that mightcause pitch, and a pitch stabilization system 188 which may be operableto compensate for lateral mass imbalance that might cause roll. In FIG.13, mass 276 is longitudinally movable along a range of motion definedby rail 280 which is centered laterally and positioned forwardly ofmulticopter 108. In FIG. 14, two masses 276 are longitudinally movablealong separate paths defined by separate rails 280 which are laterallyoutboard of opposite sides of multicopter 108, and which extendforwardly and rearwardly of multicopter 108.

Reference is now made to FIG. 23, where like part numbers refer to likeparts in the other figures, and where an aerial vehicle 700 is shown inaccordance with another embodiment. As shown, body 102 may include frame304, wings 308, and cargo holds 702. Cargo holds 702 may provide storagefor packages 256. Packages 256 can be manually stored in cargo holds702. Optionally, packages 256 may be selectively jettisoned (e.g. bycontrol signals) from cargo holds 702 (e.g. to complete a packagedelivery).

Cargo holds 702 may be positioned anywhere on aerial vehicle 700. In theillustrated example, cargo holds 702 are positioned forwardly andrearwardly of multicopter 108. This may help to distribute the weight ofpackages 256 on aerial vehicle 700.

It will be appreciated that in any of the embodiments disclosed herein,the body 102 of the aerial vehicle (100, 200, 300, 400, 500, 600, or700) may be provided as a subassembly (e.g. retrofit kit) for attachmentwith a compatible (e.g. appropriately sized) multicopter 108. Thisallows an existing multicopter 108 to be enhanced with a fixed wingconfiguration.

FIG. 16 shows an example of body 102 of aerial vehicle 100 of FIG. 1,which is suitable for attachment to an existing multicopter. Body 102may be connected to a multicopter in any manner that allows themulticopter to rotate about the multicopter axis 124. In the illustratedembodiment, wing 104 of body 102 includes an axle 148 which extendsacross multicopter opening 112 and which is rotatably mounted to wing104 by axle bearings 156. As shown, a multicopter mounting bracket 288may be secured to axle 148 in any manner, such as by screws, bolts,welds, magnets, straps, or by integrally forming multicopter mountingbracket 288 and axle 148. A multicopter may be rigidly fastened tomulticopter mounting bracket 288 in any manner, such as by screws,bolts, welds, magnets, or straps. In some embodiments, multicoptermounting bracket 288 may accommodate a releasable connection to amulticopter so that the multicopter can be selectively disconnected frombody 102 as desired.

In alternative embodiments, axle 148 may be rigidly connected to wing104 in any manner, such as by screws, bolts, welds, or by integrallyforming axle 148 and wing 104. In this case, multicopter mountingbracket 288 may be rotatably mounted to axle 148 in any manner suitablefor allowing the multicopter connected to mounting bracket 288 to rotateabout multicopter axis 124.

FIG. 19 shows another example of a body 102 suitable for attachment toan existing multicopter. As shown, body 102 may include stabilizationsystem 188, wings 308 with control surfaces 224 c, and tail 312 withcontrol surface 224 a. As with the embodiment of FIG. 16, body 102 maybe connected to a multicopter in any manner that allows the multicopterto rotate about the multicopter axis 124. In the illustrated embodiment,frame 304 of body 102 includes an axle 148 which extends acrossmulticopter opening 112 and which is rotatably mounted to frame 304 byaxle bearings 156. As shown, a multicopter mounting bracket 288 may besecured to axle 148 in any manner, such as by screws, bolts, welds,magnets, straps, or by integrally forming multicopter mounting bracket288 and axle 148. As described with respect to FIG. 16, a multicoptermay be rigidly fastened to multicopter mounting bracket 288 in anymanner, multicopter mounting bracket 288 may accommodate a releasableconnection to a multicopter, and axle 148 may alternatively be rigidlyconnected to frame 304 and multicopter mounting bracket 288 rotatablymounted to axle 148.

Referring to FIG. 17, aerial vehicle 300 may provide simplified movementcontrol. For example, in some embodiments, aerial vehicle 3 may haveseven degrees of freedom and effectively seven actuators, which may bemapped to a square 7×7 matrix. As a square matrix, it is invertible andsingle-solution. This may reduce the computational demand on hardwarecontroller 168. For example, when a user directs hardware controller 168(e.g. by remote control) to produce a specific movement in one or moreof the seven degrees of freedom, the hardware controller 168 may resolvea single solution (e.g. a single set of instructions for the sevenactuators). In contrast, where there are more actuators than degrees offreedom (e.g. an 8×7 matrix), there will be several solutions for eachmovement scenario, which may require hardware controller 168 to assessand select the best solution. This may be more computationallyintensive. Still, in some embodiments, aerial vehicle 300 has moreactuators than degrees of freedom.

The seven degrees of freedom include movement along three axes (e.g. x,y, z) and rotation about the three axes (e.g. roll, yaw, and pitch), aswell as rotation of the body 102 about multicopter axis 124 relative tomulticopter 108. In the illustrated embodiment, the seven actuators mayinclude the four multicopter rotors 132, the two control surfaces 224 cof wings 308, and the control surface 224 a of tail 312. The rotationalconnection between multicopter 108 and wing 104 may be unactuated (i.e.free of torque producing devices).

In some embodiments, a group of two or more actuators may operatesynchronously as effectively one actuator. As used herein, and in theclaims, a group of actuators are said to operate “synchronously” wherethose actuators are operated according to a predefined fixedrelationship. For example, hardware controller 168 may be configured tocontrol two synchronously operated actuators according to a predefinedrelationship which may be to actuate the two actuators identically,oppositely, or according to one or more mathematical correlations.

Referring to FIG. 1, aerial vehicle 100 may be characterized as havingeffectively seven actuators including the four multicopter rotors 132,the two stabilization rotors 192, and the two control surfaces 224. Inthis example, the two stabilization rotors 192 may operate synchronouslyas effectively one actuator, or the two control surfaces 224 may operatesynchronously as effectively one actuator.

Referring to FIG. 8, aerial vehicle 100 may be characterized as havingeffectively seven actuators including the four multicopter rotors 132,the two stabilization rotors 192, the two control surfaces 224 a, andthe control surface 224 b. In this example, the two stabilization rotors192 may operate synchronously as effectively one actuator, and the twocontrol surfaces 224 may operate synchronously as effectively oneactuator.

Referring to FIG. 18, aerial vehicle 300 may be characterized as havingeffectively seven actuators including the four multicopter rotors 132,the two stabilization rotors 192, the one control surface 224 a, and thetwo control surfaces 224 c. In this example, the two stabilizationrotors 192 may operate synchronously as effectively one actuator, andthe two control surfaces 224 c may operate synchronously as effectivelyone actuator.

Reference is now made to FIG. 26, where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 800 inaccordance with another embodiment is shown. As shown, aerial vehicle800 may include a body 102 including a wing 104, which is positionedbetween rotors 132 of multicopter 108. As exemplified, multicopterrotors 136 may be rotatably coupled (e.g. freely rotatably coupled) tobody 102 by a multicopter linkage 802 which extends forwardly andrearwardly of wing 104. This allows body 102 to be free of multicopteropenings 112 (FIG. 1), which may enhance the aerodynamics of body 102,and make multicopter 108 more easily retrofitted to existing aerialvehicles.

Still referring to FIG. 26, multicopter 108 may include one or morefirst multicopter rotors 132 ₁, and one or more second multicopterrotors 132 ₂ connected to wing 104 by a multicopter linkage 802. Firstmulticopter rotors 132 ₁ may be positioned forwardly of secondmulticopter rotors 132 ₂. In the illustrated example of a multicopterconfiguration, the first multicopter rotors 132 ₁ are positionedforwardly of wing 104, and the second multicopter rotors 132 ₂ arepositioned rearwardly of wing 104. Multicopter linkage 802 allows thefirst multicopter rotors 132 ₁ to rotate about a first axis 806, andallows the second multicopter rotors 132 ₂ about a second axis 810, formoving between the multicopter and fixed-wing configurations.

Multicopter 108 may include any number of first and second multicopterrotors 132 ₁ and 132 ₂. FIG. 27 shows an example of multicopter 108including one first multicopter rotor 132 ₁, and one second multicopterrotor 132 ₂. In the illustrated example, aerial vehicle 800 may furtherinclude control surfaces 224 for additional control. FIG. 28 shows anexample of multicopter 108 include one first multicopter rotor 132 ₁,and two second multicopter rotors 132 ₂. FIG. 29 shows an example ofmulticopter 108 including two first multicopter rotors 132 ₁, and twomulticopter rotors 132 ₂.

Reference is now made to FIGS. 30 and 31, which show aerial vehicle 800in a multicopter configuration and a fixed-wing configuration,respectively. Multicopter linkage 802 may be any mechanical linkage thatconnects the first and second multicopter rotors 132 ₁ and 132 ₂ to wing104 and allows the first and second multicopter rotors 132 ₁ and 132 ₂to rotate about spaced apart first and second axes 806 and 810,respectively.

Multicopter linkage 802 synchronizes the movement of multicopter rotors132 ₁ and 132 ₂ between the multicopter and fixed-wing configurations.This may optionally allow aerial vehicle 800 to be constructed free ofactuators or other devices which directly apply torque to rotatemulticopter rotors 132 ₁ and 132 ₂ about axes 806 and 810, respectively.Instead, the thrust developed by multicopter rotors 132 ₁ and 132 ₂ maybe controlled (e.g. by hardware controller 168) to cause multicopterrotors 132 ₁ and 132 ₂ to move between the multicopter and fixed-wingconfigurations, substantially as described with respect to otherembodiments. In other embodiments, aerial vehicle 800 may include one ormore actuators or brakes (not shown) for moving or restricting themovement of multicopter rotors 132 ₁ and 132 ₂ between the multicopterand fixed-wing configurations.

In some embodiments, multicopter linkage 802 operates as a four-barlinkage. As shown, multicopter linkage 802 may include a first rotor arm814 connected to multicopter rotor 132 ₁, a second rotor arm 818connected to multicopter rotor 132 ₂, and a connecting arm 822. Thefirst rotor arm is rotatably connected to wing 104 for rotation aboutthe first axis 806, the second rotor arm is rotatably connected to wing104 for rotation about the second axis 810, and connecting arm 822 isrotatably connected to both of the first and second rotor arms 814 and818 for tying the rotation of the first and second rotor arms 814 and818 together. For example, clockwise rotation of first multicopter rotor132 ₁ about first axis 806 relative to wing 104 moves connecting arm 822which causes second multicopter rotor 132 ₂ to rotate clockwise aboutsecond axis 810 relative to wing 104.

Rotor arms 814 and 818 may be rotatably connected to wing 104 in anymanner that allows rotor arms 814 and 818 to rotate about first andsecond axes 806 and 810, respectively. In the illustrated example, firstrotor arm 814 is shown rotatably mounted to a first mount 826 that isrigidly connected to an underside 827 of wing 104. Similarly, secondrotor arm 818 is shown rotatably mounted to a second mount 830 that isrigidly connected to the underside of wing 104. As shown, first andsecond mounts 826 and 830 extend from wing 104 downwardly to providerotary connections 834 and 838, respectively, which are spaced apartfrom wing 104. In other embodiments, one or both of first and secondmounts 826 and 830 may be connected to an upper side 829 of wing 104 andextend upwardly. In alternative embodiments, aerial vehicle 800 may notinclude one or both of mounts 826 and 830, and instead one or both ofrotor arms 814 and 818 may be directly rotatably connected to wing 104.

First and second axes 806 and 810 may be positioned anywhere relative towing 104 that allows first and second multicopter rotors 132 ₁ and 132 ₂move between the multicopter and fixed-wing configurations. In theillustrated example, first and second axes 806 and 810 are parallel andspaced apart, with first axis 806 positioned forward of second axis 810.As shown, first and second axes 806 and 810 may be spaced apart fromwing 104, and positioned below wing 104. In alternative embodiments, oneor both of first and second axes 806 and 810 may be positioned abovewing 104. In some embodiments, one or both of axes 806 and 810 mayextend through (e.g. be coincident with) wing 104.

In the illustrated embodiment, first axis 806 is positioned rearward ofwing front end 842, and second axis 810 is positioned forward of wingrear end 846. In alternative embodiments, first axis 806 may bepositioned forward of wing front end 842, second axis 810 may bepositioned rearward of wing rear end 846, or both.

Still referring to FIGS. 30 and 31, connecting arm 822 may be connectedto first and second rotor arms 814 and 818 in any manner that allowsconnector arm 822 to synchronize the movement of first and second rotorarms 814 and 818. In the illustrated embodiment, connector arm 822 isrotatably connected to first rotor arm 814 at first arm rotaryconnection 850, and connector arm 822 is rotatably connected to secondrotor arm 818 at second arm rotary connection 854. As shown, first andsecond arm rotary connections 850 and 854 are spaced apart from firstand second mount rotary connections 834 and 838 respectively. In thisway, connection arm 822 may be made to move whenever either of rotorarms 814 or 818 rotates about first or second axis 806 or 810.

First and second rotor arms 814 and 818 may have any shape suitable formoving first and second multicopter rotors 132 ₁ and 132 ₂ between themulticopter and fixed-wing configurations. In the illustrated example,first and second rotor arms 814 and 818 are shown each including firstand second arm portions 858 and 862. The first arm portion 858 isrotatably connected to wing 104 and connecting arm 822, and the secondarm portion 862 joins a multicopter rotor 132 to first arm portion 858.In the illustrated embodiment, wing 104 and connecting arm 822 arerotatably mounted to first and second ends 866 and 870 of first armportion 858, respectively. Second arm portion 862 has a first end 874connected to first arm portion first end 866, and a second end 878connected to multicopter rotor 132.

FIGS. 32 and 33 show an embodiment of aerial vehicle 800 whereconnecting arm 822 is rotatably mounted to first arm portion 858 ofsecond rotor arm 818 between first and second ends 866 and 870, andsecond arm portion 862 of second rotor arm 818 is connected to first armportion second end 870. As shown, this can help to provide clearancebetween wing 104 and second rotor arm 818 in the fixed-wingconfiguration to allow greater range of motion between the multicopterconfiguration and the fixed-wing configuration.

FIGS. 34 and 35 show an embodiment of aerial vehicle 800 where secondarm portion 862 of second rotor arm 818 includes a concave portion 882.As shown, concave portion 882 may receive a wing rear end 846 to provideclearance between wing 104 and second rotor arm 818 in the fixed-wingconfiguration for greater range of motion between the multicopterconfiguration and the fixed-wing configuration.

Multicopter rotors 132 may be positioned in any position relative towing 104 that allows multicopter rotors 132 to contribute lift in themulticopter configuration, and to contribute forward thrust in thefixed-wing configuration. In the multicopter configuration, firstmulticopter rotors 132 ₁ may be positioned forward of wing front end842, and second multicopter rotors 132 ₂ may be positioned rearward ofwing rear end 846. This allows the air streams through multicopterrotors 132 to pass substantially uninterrupted by wing 104. Inalternative embodiments, one or more (or all) of multicopter rotors 132may be partially or entirely positioned between the wing front and rearends 842 and 846.

In the multicopter configuration, first multicopter rotors 132 ₁ may becoplanar with second multicopter rotors 132 ₂, as shown in FIG. 30.Alternatively, first multicopter rotors 132 ₁ may be vertically offsetfrom second multicopter rotors 132 ₂ in the multicopter configuration,as shown in FIG. 32.

In the fixed-wing configuration, a portion (or all) of first multicopterrotor 132 ₁ may be positioned below wing 104, and a portion (or all) ofsecond multicopter rotor 132 ₂ may be positioned above wing 104, asshown in FIG. 31. As shown, first multicopter rotor 132 ₁ may be forwardof wing front end 842 and second multicopter rotor 132 ₂ may be rearwardof wing rear end 846 in the fixed-wing configuration. FIG. 33 shows anembodiment where first multicopter rotor 132 ₁ is at least partiallyrearward of wing front end 842 in the fixed-wing configuration. FIG. 35shows an embodiment where second multicopter rotor 132 ₂ is forward ofwing rear end 846 in the fixed-wing configuration.

Reference is now made to FIG. 36, which shows an aerial vehicle 900.Multicopter linkage 902 includes two coupled linkages similar tolinkages 802 shown in previous embodiments. First and second multicopterrotors 132 _(1A) and 132 _(2A) are mounted to wing 104 through rotorarms 914 _(A), 918 _(A) and connecting arms 922 _(A). First and secondmulticopter rotors 132 _(1B) and 132 _(2B) are mounted to wing 104through rotor arms 914 _(B), 918 _(B) and connecting arms 922 _(B).Connecting arms 922 _(A) and 922 _(B) are rigidly coupled throughcrossbar 924 such that connecting arms 922A, 922B and crossbar 924 moveas a unit. Rotors 132 move in unison through movement of multicopterlinkage 902 such that rotors 1321 rotate together about axis 906 androtors 1322 rotate together about axis 910. Aerial vehicle 900 may haveno actuators other devices that apply torque directly to rotate rotors132 about axes 906 and 910. In other embodiments, multicopter linkage902 may actuated or braked to allow the rotation of rotors 132 aboutaxes 906 and 910 to be controlled.

Reference is next made to FIG. 37 which shows an aerial vehicle 1000that is similar to aerial vehicle 900. The use of use like referencenumerals identifies like components. Aerial vehicle 1000 has a fuselage1026 and a pair of wings 1004A and 1004B on opposite sides of thefuselage. Multicopter linkage 902 is mounted to wings 1004A and 1004B ina manner similar to that described above in relation to previousembodiments. Fuselage 1026 may be used to carry cargo or passengers.

It will be appreciated that multicopter 108 of aerial vehicle 800 may beprovided as a retrofit kit for attachment to a wing 104. The retrofitkit may include at least multicopter rotors 108, multicopter linkage802, and hardware controller 168. Optionally, the retrofit kit mayfurther include mounts 826 and 830 for connecting the multicopter 108 tothe wing. The retrofit kit allows an existing wing 104 (e.g. of afixed-wing aerial vehicle) to be enhanced with a multicopterconfiguration.

Reference is now made to FIG. 38, where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 1000 is shownin accordance with another embodiment. As shown, aerial vehicle 1000includes a body 102 including a wing 104, which is positioned betweenrotors 132 of multicopter 108. As exemplified, multicopter rotors 132may be rotatably coupled (e.g. freely rotatably coupled) to body 102 bya multicopter linkage 1004 which extends forwardly and rearwardly ofwing 104.

Referring to FIG. 42, aerial vehicle 1000 is similar to aerial vehicle800 in many respects, except for example the configuration of themulticopter linkage 1004, which now includes a sensor mount 1008. Asshown, multicopter linkage 1004 includes a wing mount 1012, a pluralityof rotor arms 1016, and a connecting arm 1020 connected to wing mount1012 by rotor arms 1016. Collectively, wing mount 1012, rotor arms 1016,and connecting arm 1020 form a four-bar linkage that is movable relativeto wing 104 between the multicopter configuration (FIG. 38) and afixed-wing configuration seen in FIG. 39.

Referring to FIGS. 40-41, rotor arms 1016 include a front arm 1016 ₁ anda rear arm 1016 ₂. Each arm 1016 has a rotor arm first end 1024connected to wing mount 1012, and a rotor arm second end 1028 connectedto connecting arm 1020. Each rotor arm 1016 can be connected to wingmount 1012 in any manner that allows the rotor arm 1016 to rotate withrespect wing mount 1012 about a respective lateral axis 1032. Similarly,each rotor arm 1016 can be connected to connecting arm 1020 in anymanner that allows rotor arms 1016 to rotate with respect to connectingarm 1020 about a respective lateral axis 1036. In the illustratedexample, rotor arms 1016 are rotatably connected to wing mount 1012 by afirst rotary connection formed by first axles 1040, and rotor arms 1016are rotatably connected to connecting arm 1020 by a second rotaryconnection formed by second axles 1044. As shown, axles 1040 extendparallel to lateral axes 1032, and second axles 1044 extend parallel tolateral axes 1036. Lateral axis 1032 ₁ is longitudinally spaced apartfrom lateral axis 1032 ₂, and lateral axis 1036 ₁ is longitudinal spacedapart from lateral axis 1036 ₂.

Referring to FIG. 42, wing mount 1012 can be any device configured toaccommodate a connection to a wing 104 and rotor arms 1016. In theillustrated example, wing mount 1012 is formed as a rigid open frameincluding a wing mount upper surface 1048 that is shaped to support wing104. Wing 104 may be connected to wing mount 1012 in any manner, such asby one or more of fasteners (e.g. screws, bolts, or rivets), adhesives(e.g. glue, cement, or epoxy), welds, strapping (e.g. string, wire, orchain), hooks and loops, or magnets, for example. In alternativeembodiments, wing 104 and wing mount 1012 are integrally formed.

Each rotor arm 1016 is connected to one or more rotors 132, androtationally connected to wing mount 1012 and connecting arm 1020. Inthe illustrated embodiment, each rotor arm 1016 is formed as a rigidframe. As shown, rotor arm 1016 may include rotor arm trusses 1052 toenhance strength and rigidity.

Each rotor arm 1016 can be coupled to one or more multicopter rotors 132in any manner that allows multicopter rotor 132 to rotate together withrotor arm 1016 between the multicopter configuration (FIG. 38) and thefixed-wing configuration (FIG. 39). For example, rotor arm 1016 mayaccommodate a rigid connection with one or more multicopter rotors 132so that the rotor arm 1016 and multicopter rotors 132 behave as aunitary element. In the illustrated example, each rotor arm 1016includes two rotor mounts 1056 for connecting two multicopter rotors132. As shown, the rotor mounts 1056 of each rotor arm 1016 arelaterally spaced apart to connect with laterally spaced apartmulticopter rotors 132. Each multicopter rotor 132 is shown supported ona rotor rod 1068, which is connected to a rotor arm 1016 by a rotormount 1056. Rotor rods 1068 can connect with rotor arms 1016 in anymanner, such as by one or more of fasteners (e.g. screws, bolts, orrivets), adhesives (e.g. glue, cement, or epoxy), welds, strapping (e.g.string, wire, or chain), hooks and loops, interference fit, or magnets,for example. In the illustrated example, rotor mounts 1056 are formed asclamps, which receive a proximal end 1072 of a rotor arm 1016 andtighten with fasteners 1076.

Rotor rods 1068 can have any size and shape. In some embodiments, arotor rod 1068 is shaped to provide a rigid connection between amulticopter rotor 132 and a rotor arm 1016 so that the rotor rod 1068and rotor arm 1016 behave a unitary element. In the illustrated example,rotor rods 1068 are formed as shafts with non-circular (e.g.rectangular) cross-section. This can provide rotor rods 1068 withenhanced rigidity and resistance to axial rotation relative to rotor arm1016. In alternative embodiments, a rotor rod 1068 is integrally formedor permanently connected with a rotor arm 1016.

Still referring to FIG. 42, in some embodiment aerial vehicle 1000includes a tail 236. Tail 236 can be connected to wing 104 in anymanner. For example, multicopter linkage 1004 or wing 104 may beconfigured to accommodate a connection to tail 236. In the illustratedembodiment, tail 236 is connected to wing mount 1012 by a tail rod 1080.Tail rod 1080 can be connected to wing mount 1012 in any manner. Forexample, tail rod 1080 can be connected to wing mount 1012 by one ormore of fasteners (e.g. screws, bolts, or rivets), adhesives (e.g. glue,cement, or epoxy), welds, strapping (e.g. string, wire, or chain), hooksand loops, interference fit, or magnets, for example. In the illustratedembodiment, wing mount 1012 includes a tail mount 1084 sized andpositioned to receive tail rod 1080. As shown, tail mount 1084 mayinclude a receptacle (e.g. recess or aperture) sized to receive tail rodproximal end 1088. In alternative embodiment, tail rod 1080 isintegrally formed with wing 104 or multicopter linkage 1004. Forexample, tail rod 1080 may be integrally formed with wing mount 1012.

Tail 236 can be an active tail with one or more control surfaces 224 asshown, or a passive tail free of control surfaces. In the illustratedexample, tail 236 includes a tail actuator 1092 to control the positionof control surface 224. Tail actuator 1092 can be any device that can beelectronically actuated to move control surface 224. In the illustratedexample, tail actuator 1092 includes a tail motor 1096, and a taillinkage 1100 that drivingly connects tail motor 1096 to control surface224. Tail linkage 1100 converts rotary movement of tail motor 1096 intopivotal movement of control surface 224. As shown, tail linkage 1100includes a first arm 1104 rigidly connected to tail motor output shaft1116, a second arm 1108 rigidly connected to control surface 224, and athird arm 1112 rotatably connected to first and second arms 1104 and1108. Actuation of tail motor 1096 rotates tail motor output shaft 1116and therefore first arm 1104, which pulls or pushes on third arm 1112,which rotates second arm 1108 and therefore control surface 224 upwardlyor downwardly.

Returning to FIG. 42, multicopter linkage 1004 includes a sensor mount1008. Sensor mount 1008 can be any device configured to accommodate aconnection to a movement sensor 1120 ₁, and that rotates withmulticopter rotors 132 between the multicopter configuration (FIG. 38)and the fixed wing configuration (FIG. 39). This allows a connectedhardware controller 168 to determine the position of multicopter rotors132, in respect of movement between the multicopter and fixed-wingconfigurations, based on readings from the movement sensor 1120 ₁.Movement sensor 1120 ₁ can include one or more of accelerometers,gyroscopes, magnetometers, and rotation sensors for example. In someembodiments, movement sensor 1120 ₁ is an inertial measurement unit.

Sensor mount 1008 can be connected to multicopter rotors 132 in anymanner that allows a connected movement sensor 1120 ₁ to move withmulticopter rotors 132 between the multicopter and fixed wingconfigurations. In the illustrated embodiment, sensor mount 1008includes laterally opposed sensor mount arms 1024 ₁ and 1024 ₂, each ofwhich is rotatably connected to wing mount 1012 and connecting arm 1020by axles 1040 ₃ and 1044 ₃ respectively. This allows sensor mount 1008to pivot forwardly and rearwardly relative to wing mount 1012 (and wing104) as multicopter linkage 1004 (and rotors 132) moves between themulticopter and fixed-wing configurations. Movement sensor 1120 ₁reports on this movement with sensor readings that allow hardwarecontroller 168 to determine the position of multicopter rotors 132.

Referring to FIG. 41, sensor mount 1008 can accommodate a connectionwith a movement sensor 1120 ₁ in any manner. For example, sensor 1120 ₁may be connected to sensor mount 1008 by one or more of fasteners (e.g.screws, bolts, or rivets), adhesives (e.g. glue, cement, or epoxy),welds, strapping (e.g. string, wire, or chain), hooks and loops,interference fit, or magnets, for example. In the illustrated example,each sensor mount arm 1124 includes a mounting platform 1128 withreceptacles 1132 (e.g. recesses or apertures) sized to receive afastener 1136 (e.g. screw, bolt, or rivet) that secures movement sensor1120 ₁ to mounting platform 1128. As shown, mounting platforms 1128 arepositioned longitudinally between rotor arms 1016 and vertically betweenwing mount 1012 and connecting arm 1020.

Referring to FIG. 38, in some embodiments aerial vehicle 1000 includes asecond movement sensor 1120 ₂ which is positioned so that multicopterlinkage 1004 moves between the multicopter and fixed-wing configurationsindependently of the second movement sensor 1120 ₂. For example, secondmovement sensor 1120 ₂ may be coupled to wing mount 1012, wing 104, ortail 236. In the illustrated example, second movement sensor 1120 ₂ isconnected to wing 104. Second movement sensor 1120 ₂ can include one ormore of accelerometers, gyroscopes, and magnetometers, for example. Insome embodiments, movement sensor 1120 ₂ is an inertial measurementunit. In some embodiments, movement sensor 1120 ₂ is a relative pitch orrotation sensor that senses the relative pitch or rotation between wing104 and components of multicopter linkage 1004 that move between themulticopter and fixed-wing configurations. Hardware controller 168 iscommunicatively coupled to the first and second movement sensors 1120 ₁(obscured from view) and 1120 ₂ to receive movement sensor readings.This allows hardware controller 168 to determine the position ofmulticopter linkage 1004 as between the multicopter and fixed-wingconfigurations, and also to determine movement information (e.g. spatialorientation, velocity, and/or acceleration) of aerial vehicle 1000 as awhole.

FIG. 43 shows another embodiment of aerial vehicle 1000 including aconfiguration actuator 184. Configuration actuator 184 can be any deviceoperable to move multicopter rotors 132 between the multicopter andfixed-wing configurations. For example, actuator 184 may be rigidlycoupled to wing 104 and engaged with a movable portion of multicopterlinkage 1004 so that multicopter linkage 1004 (and therefore multicopterrotors 132) can be selectively moved between the multicopter andfixed-wing configurations by activating actuator 184. In the illustratedexample, actuator 184 is a motor that is rigidly connected to wing mount1012. FIG. 43B shows another embodiment in which actuator 184 is a motorthat is rigidly connected to connecting arm 1020. In FIG. 43B, the wing104 is partially sectioned for clarity of illustration. As shown,actuator 184 is operable to cause rotor arms 1016 to rotate relative towing mount 1012. Actuator 184 can act upon rotor arms 1016 by directlyor indirectly by way of one or more of gears, belts, and axles forexample.

In the example of FIG. 43, actuator 184 drives an output gear 1148,first axle 1040 ₁ includes an axle gear 1152 meshed with output shaftgear 1148, and rotor arm first end 1024 ₁ is rigidly connected to firstaxle 1040 ₁. Actuator 184 can be activated (e.g. by control signals fromhardware controller 168) to rotate output gear 1148, which rotates firstaxle 1040 ₁ (and therefore rotor arms 1016) by way of gear 1152. Thus,actuator 184 can be operated to move multicopter linkage 1004, andtherefore multicopter rotors 132, between the multicopter and fixed-wingconfigurations.

In the example of FIG. 43B, actuator 184 drives an output gear 1148,second axle 1044 ₂ includes an axle gear 1152 meshed with output shaftgear 1148, and rotor arm second end 1028 ₂ is rigidly connected tosecond axle 1044 ₂. Actuator 184 can be activated (e.g. by controlsignals from the hardware controller) to rotate output gear 1148, whichrotates second axle 1044 ₂ (and therefore rotor arms 1016) by way ofgear 1152. Thus, actuator 184 can be operated to move multicopterlinkage 1004, and therefore multicopter rotors 132, between themulticopter and fixed-wing configurations.

In some embodiments, hardware controller 168 operates actuator 184 basedat least in part on sensor readings from movement sensor(s) 1120. Forexample, sensor 1120 ₁ (obscured from view, see FIG. 40) or sensors 1120₁ and 1120 ₂ can provide hardware controller 168 with feedback on thecurrent position of multicopter rotors 132 between the multicopter andfixed-wing configurations, whereby hardware controller 168 can activateactuator 184 until sensor readings from sensor(s) 1120 indicate that themulticopter rotors 132 have moved to the desired position (e.g. ascommanded by a user by remote control). As a result, sensor(s) 1120 canallow hardware controller 168 to move multicopter rotors 132 moreaccurately, which can provide more responsive user control over aerialvehicle 1000.

Referring to FIG. 42, multicopter linkage 1004 can be sold as a discretecomponent for user's to assemble with custom or off-the-shelf wing 104,rotors 132, and tail 236 to form an aerial vehicle 1000. This allowshobbyist users to customize aerial vehicle 1000 to their liking, and canalso reduce user costs when employing off-the-shelf or homemadecomponents 104, 132, and 236.

In some embodiments, multicopter linkage 1004 is packaged in a kit 1156including multicopter linkage 1004, and one or more (or all) of hardwarecontroller 168, movement sensor 1120 ₁, and configuration actuator 184.Kit 1156 provides users with the freedom to customized aerial vehicle1000 with custom or off-the-shelf wing 104, multicopter rotors 132, andtail 236, while saving the user from having to source and configure oneor more (or all) of the electronics (e.g. hardware controller 168,movement sensor(s) 1120, and/or actuator 184) that operate the aerialvehicle 1000. This can be a boon for users without the skills or accessto parts that are required to source and configure these components.

In other embodiments, kit 1156 includes all of the components necessaryto build aerial vehicle 1000. For example, kit 1156 may includemulticopter linkage 1004, hardware controller 168, movement sensor(s)1120 (if present), actuator 184 (if present), a plurality of multicopterrotors 132, and a tail 236. An unassembled kit 1156 can reduce assemblycosts, and these savings can be passed on to the consumer. Unassembledkit 1156 can also provide a useful learning exercise for users new tothe hobby, or a pleasurable activity for users that enjoy assembling theaerial vehicle 1000 but want to avoid sourcing and configuring theparts.

Still referring to FIG. 42, in some embodiments aerial vehicle 1000includes one or more configuration locks 1160 for selectively lockingthe position of multicopter rotors 132 in a fixed-wing or multicopterconfiguration. In the illustrated example, aerial vehicle 1000 includesa multicopter lock 1160 ₁ and a fixed wing lock 1160 ₂. Eachconfiguration lock 1160 is connectable to multicopter linkage 1004 toinhibit movement of the multicopter linkage 1004 between the multicopterand fixed-wing configurations. Multicopter lock 1160 ₁ is removablyconnectable to multicopter linkage 1004 to lock multicopter linkage 1004in the multicopter configuration, and fixed-wing lock 1160 ₂ isremovably connectable to lock multicopter linkage 1004 in the fixed-wingconfiguration. This allows aerial vehicle 1000 to be pre-configured in amulticopter or fixed-wing configuration prior to take off so that aerialvehicle 1000 remains in the chosen configuration for the duration of theflight. One or both of configuration locks 1160 ₁ and 1160 ₂ can beincluded in a kit 1156.

Configuration lock 1160 can be any device operable to selectively lockthe position of multicopter rotors 132 in a fixed-wing or multicopterconfiguration. In the illustrated example, each configuration lock 1160is formed as a locking bar that attaches to multicopter linkage 1004 attwo positions which do not move synchronously (i.e. the distance betweenthe two positions changes) between the multicopter and fixed-wingconfigurations. For example, a configuration lock 1160 may be a rigidbar having a first configuration lock end 1164 connectable to first axle1040 ₁ and a second configuration lock end 1168 connectable to secondaxle 1044 ₃. Because first axle 1040 ₁ and second axle 1044 ₃ moverelative to one another when multicopter linkage 1004 moves between themulticopter and fixed-wing configurations, configuration lock 1160 isable to lock the position of the multicopter linkage 1004 by rigidlyconnecting the first and second axles 1040 ₁ and 1044 ₃.

The length of each configuration lock 1160 corresponds to the distancebetween the two positions on the multicopter linkage 1004 in theassociated configuration. For example, a multicopter lock will be sizedaccording to the distance between the two positions on multicopterlinkage 1004 when in the multicopter position, and the fixed-wing lockwill be sized according to the distance between two positions onmulticopter linkage 1004 when in the fixed-wing configuration. In theillustrated example, the multicopter lock 1160 ₁ has a lock length 1172₁ corresponding to the distance 1176 ₁ (FIG. 38) between first andsecond axles 1040 ₁ and 1044 ₃ when in the multicopter configuration,and fixed-wing lock 1160 ₂ has a lock length 1172 ₂ corresponding to thedistance 1176 ₂ (FIG. 39) between first and second axles 1040 ₁ and 1044₃ in the fixed-wing configuration.

It will be appreciated that different configuration locks can beconfigured to connect to the same or different positions on multicopterlinkage 1004. For example, the multicopter and fixed-wing locks 1160 ₁and 1160 ₂ can be configured to connect to the same pair of positions onmulticopter linkage 1004 as each other, or can be configured to connectto different pairs of positions on multicopter linkage 1004.

Reference is now made to FIGS. 44 and 45, where like part numbers referto like parts in the previous figures, and where an aerial vehicle 1100is shown in accordance with another embodiment. As shown, aerial vehicle1100 includes a body 102 including a wing 104. A multicopter 108including rotors 132 is mounted to wing 104 by multicopter linkage 1004.As exemplified, multicopter rotors 132 may be rotatably coupled (e.g.freely rotatably coupled) to body 102 by multicopter linkage 1004between a multicopter configuration (FIG. 44) and a fixed-wingconfiguration (FIG. 45).

Still referring to FIGS. 44 and 45, aerial vehicle 1100 is similar toaerial vehicle 1000 in many respects, except for example theconfiguration of wing 104. As shown, wing 104 extends forwardly andrearwardly of multicopter rotors 132, and includes a plurality of rotorapertures 1204. Collectively, rotor apertures 1204 are sized andpositioned in alignment with multicopter rotors 132 to allow air movedby multicopter rotors 132 when in the multicopter configuration to flowthrough wing 104 substantially unobstructed.

As shown, rear rotor apertures 1204 ₂ are also sized and positioned toprovide passage for rear multicopter rotors 132 ₂ to move from themulticopter configuration (FIG. 44) to the fixed wing position (FIG.45). In the fixed wing configuration, rear multicopter rotors 132 ₂extend above wing 104. A portion of multicopter linkage 1004 may extendthrough rear rotor apertures 1204 ₂ to support multicopter rotors 132 ₂above wing 104.

Wing 104 can have any number of rotor apertures 1204. For example, wing104 can have one rotor aperture 1204 for each multicopter rotor 132, asshown. In other embodiments, wing 104 can have fewer rotor apertures1204 than the number of multicopter rotors 132. For example, a rotoraperture 1204 may be sized to align with a plurality of multicopterrotors 132 (e.g. one large rotor aperture 1204 may be sized and shapedto align with both front multicopter rotors 132 ₁).

Rotor apertures 1204 can have any shape. In the illustrated example,rotor apertures 1204 are substantially quadrilateral. In otherembodiments, rotor apertures 1204 can be circular, triangular, square,or another regular or irregular shape.

Any number of control surfaces 224 may be movably mounted (e.g.pivotably mounted) to wing 104. The movement of control surfaces 224 maybe controlled (e.g. by control signals from hardware controller 168) tooperate as ailerons for controlling roll, to operate as elevators forcontrolling pitch, to operate as a rudder to control yaw, or acombination thereof depending on the number, size, position, andorientation of control surfaces 224. In the illustrated embodiment,aerial vehicle 1100 is shown including three control surfaces 224. Eachcontrol surface 224 may be individually activated (e.g. pivoted upwardlyor downwardly) by actuators to create drag for controlling the movementof aerial vehicle 1100. In some embodiments, aerial vehicle 1100 mayhave no control surfaces 224.

Aerial vehicle 1100 may include any number of rotors 192 which producethrust to create torque for pitching body 102 relative to multicopter108 or pitching aerial vehicle 1100 as a whole. For example, rotor 192may be selectively activated to control the pitch of wing 104. As shown,rotor 192 may be positioned in a rotor aperture 196 which penetrateswing 104. In the illustrated example, aerial vehicle 1100 includes onerotor aperture 196 and rotor 192 positioned rearward of multicopterrotors 132. Alternatively, aperture 196 and rotor 192 may be positionedforward of multicopter rotors 132. In other embodiments, aerial vehicle1100 may include a plurality of rotors 192 and apertures 196, which maybe arranged in any positional arrangement about wing 104, as describedabove in connection with aerial vehicle 100. In some embodiments, aerialvehicle 1100 may have no rotors 192 and no apertures 196.

Reference is now made to FIGS. 46-48, where like part numbers refer tolike parts in the previous figures, and where an aerial vehicle 1200 isshown in accordance with another embodiment. As shown, aerial vehicle1200 includes a body 102 including a wing 104. The wing 104 is partiallysectioned for clarity of illustration. A multicopter 108 includingrotors 132 is mounted to wing 104 by multicopter linkage 1004. Asexemplified, multicopter rotors 132 may be rotatably coupled (e.g.freely rotatably coupled) to body 102 by multicopter linkage 1004between a multicopter configuration and a fixed-wing configuration.Aerial vehicle 1200 is similar to aerial vehicle 1000 in many respects,except for example the configuration of multicopter linkage 1004 whichis not formed as a four-bar linkage.

As shown, multicopter linkage 1004 includes a wing mount 1012, front andrear axles 1040 ₁ and 1040 ₂, and a transmission 1208. Multicopterrotors 132 are connected to front and rear axles 1040, and are therebyrotatable with axles 1040 about lateral axes 1032 relative to body 102between the multicopter and fixed-wing configurations. Transmission 1208can be any device that can coordinate the rotation of front and rearaxles 1040 ₁ and 1040 ₂, so that front and rear axles 1040 ₁ and 1040 ₂are constrained to rotate simultaneously between the multicopter andfixed-wing configurations.

FIG. 46 shows an example in which transmission 1208 includes a driveshaft 1212 having a bevel gear 1216 at each end, where the bevel gears1216 are meshed with the bevel gears 1220 of the front and rear axles1040. As a result of the geared connections, the drive shaft 1212 andboth axles 1040 are constrained to rotate in unison between themulticopter and fixed-wing configurations.

FIG. 47 shows another example in which transmission 1208 includes adrive belt 1224 that is wound around the pulleys 1228 of the front andrear axles 1040. As a result of the pulley connection, the drive belt1224 constrains the two axles 1040 to rotate in unison between themulticopter and fixed-wing configurations.

FIG. 48 shows another example in which transmission 1208 includes adrive cable 1228 that is wound at each end around a different one ofaxles 1040. As a result of the cable connection, the drive cable 1228constrains the two axles 1040 to rotate in unison between themulticopter and fixed-wing configurations.

Referring again to FIGS. 46-48, multicopter linkage 1004 synchronizesthe movement of multicopter rotors 132 between the multicopter andfixed-wing configurations. This may optionally allow aerial vehicle 1200to be constructed free of actuators or other devices which directlyapply torque to rotate multicopter rotors 132 about axles 1040 ₁ and1040 ₂. Instead, the thrust developed by rotors 132 ₁ and 132 ₂ aboutaxles 1040 ₁ and 1040 ₂ may be controlled (e.g. by a hardwarecontroller) to cause multicopter rotors 132 ₁ and 132 ₂ to move betweenthe multicopter and fixed-wing configurations, substantially asdescribed with respect to other embodiments.

In some embodiments, aerial vehicle 1200 may include a configurationactuator 184 as shown. Configuration actuator 184 may be operable tomove multicopter rotors 132 between the multicopter and fixed-wingconfigurations. As shown, configuration actuator 184 may be rigidlycoupled to body 102 or wing 104. For example, configuration actuator maybe rigidly connected to wing mount 1012.

FIG. 46 shows an example in which configuration actuator 184 drives anoutput gear 1148, and drive shaft 1212 includes an axle gear 1152 meshedwith output shaft gear 1148, whereby configuration actuator 184 isoperable to rotate drive shaft 1212 and therefore axles 1040 andmulticopter rotors 132 in unison between the multicopter and fixed-wingconfigurations.

FIGS. 47 and 48 show an example in which configuration actuator 184drives an output gear 1148, and an axle 1040 includes an axle gear 1152meshed with output shaft gear 1148, whereby configuration actuator 184is operable to rotate the axle 1040, and therefore the other axle 1040and multicopter rotors 132 by way of transmission 1208, between themulticopter and fixed-wing configurations.

Reference is now made to FIG. 49, where like part numbers refer to likeparts in the previous figures, and where an aerial vehicle 1300 is shownin accordance with another embodiment. As shown, aerial vehicle 1300includes a multicopter 108 rotatably mounted to a body 102 about amulticopter axis 124. In the example shown, body 102 includes a tail236, a nose 1228, and a multicopter opening 112 positioned between tail236 and nose 1228. Multicopter 108 may be rotatably coupled to body 102in any manner, such as by multicopter axle 148 as shown.

The aerial vehicle embodiments disclosed herein (e.g. aerial vehicle100, 300, 400, 500, 600, 700, 800, 900, 1000, 1100, 1200, and 1300) canbe scaled to any size. For example, the aerial vehicles can be scaledfrom small toys, to medium sized personal carriers (e.g. for carryingone or more human passengers), to large sized cargo carriers (e.g. forcarrying large shipping containers).

While the above description provides examples of the embodiments, itwill be appreciated that some features and/or functions of the describedembodiments are susceptible to modification without departing from thespirit and principles of operation of the described embodiments.Accordingly, what has been described above has been intended to beillustrative of the invention and non-limiting and it will be understoodby persons skilled in the art that other variants and modifications maybe made without departing from the scope of the invention as defined inthe claims appended hereto. The scope of the claims should not belimited by the preferred embodiments and examples, but should be giventhe broadest interpretation consistent with the description as a whole.

Items

Item 1. An aerial vehicle comprising:

a body including at least one wing; and

a multicopter rotatably mounted to the body about a multicopter axis,

wherein

the multicopter includes a plurality of rotors positioned andcontrollable to rotate

the multicopter about the multicopter axis.

Item 2. The aerial vehicle of item 1, wherein:

the multicopter is freely rotatable about the multicopter axis relativeto the body at least within an angular range of motion.

Item 3. The aerial vehicle of item 1, wherein:

the multicopter is rotatable between a multicopter configuration and afixed wing configuration,

in the multicopter configuration, the multicopter provides lift to thebody, and

in the fixed wing configuration, the multicopter provides forward thrustto move the body forwardly and the wing provides lift to the body.

Item 4. The aerial vehicle of item 3, wherein:

the multicopter is rotatable between the multicopter configuration andthe fixed wing configuration by modulating the thrust of the pluralityof rotors to torque the multicopter about the multicopter axis.

Item 5. The aerial vehicle of item 1, wherein:

the multicopter axis extends laterally relative to the body.

Item 6. The aerial vehicle of item 3, wherein:

the body includes a multicopter opening, and

the multicopter is rotatably positioned in the opening.

Item 7. The aerial vehicle of item 6, wherein:

in the multicopter configuration, the multicopter is substantiallyparallel to the body.

Item 8. The aerial vehicle of item 6, wherein:

in the multicopter configuration, the multicopter is substantiallyparallel to the wings.

9. The aerial vehicle of item 6, wherein:

in the multicopter configuration, at least one rotor of the plurality ofrotors is positioned at least partially inside the opening, and

in the fixed wing configuration, the at least one rotor is positionedoutside the opening.

Item 10. The aerial vehicle of item 9, wherein:

in the fixed wing configuration, the at least one rotor is positionedabove or below the body.

Item 11. The aerial vehicle of item 9, wherein:

in the fixed wing configuration, the at least one rotor is positionedabove or below the wing.

Item 12. The aerial vehicle of item 3, wherein:

the multicopter is rotatable at least 30 degrees about the multicopteraxis relative to the body between the multicopter configuration and thefixed wing configuration.

Item 13. The aerial vehicle of item 1, further comprising:

a brake coupled to the body and selectively engageable to inhibitrotation of the multicopter about the multicopter axis relative to thebody.

Item 14. The aerial vehicle of item 1, wherein:

the multicopter comprises a multicopter frame, and

the plurality of rotors are rigidly connected to the multicopter frame.

Item 15. The aerial vehicle of item 1, further comprising:

at least one stabilization rotor mounted to the body.

Item 16. The aerial vehicle of item 15, wherein:

the stabilization rotor is positioned in a stabilization rotor apertureof the body.

Item 17. The aerial vehicle of item 15, wherein:

the multicopter axis extends laterally relative to the body, and

the at least one stabilization rotor comprises a first stabilizationrotor forward of the multicopter, and a second stabilization rotorrearward of the multicopter.

Item 18. The aerial vehicle of item 5, wherein:

the body further comprises a rearwardly extending tail.

Item 19. The aerial vehicle of item 18, wherein:

the tail is a passive tail free of actuators.

Item 20. The aerial vehicle of item 18, wherein:

the tail is an active tail including one or more control surfaces.

Item 21. The aerial vehicle of item 18, wherein:

the body further comprises a fuselage,

the at least one wing comprises a second wing, and

the tail and the wings extend outwardly from the fuselage.

Item 22. The aerial vehicle of item 1, further comprising:

a second multicopter rotatably mounted to the body about a secondmulticopter axis,

wherein

the second multicopter includes a second plurality of rotors positionedand controllable to provide thrust to rotate the second multicopterabout the second multicopter axis.

Item 23. The aerial vehicle of item 1, further comprising:

at least one cargo mount connected to the body.

Item 24. The aerial vehicle of item 23, further comprising:

a mass balancing system connected to the body, the mass balancing systemincluding at least one mass that is selectively movable along the body.

Item 25. The aerial vehicle of item 24, wherein:

the mass is at least one of movable laterally or longitudinally relativeto the body.

Item 26. A hybrid aerial vehicle assembly for connection with amulticopter to form a hybrid aerial vehicle, the assembly comprising:

a body including at least one wing; and

a multicopter mount rotatably connected to the body and connectable to amulticopter, the multicopter mount permitting a connected multicopter torotate as a unitary assembly about a multicopter axis relative to thebody.

Item 27. The hybrid aerial vehicle assembly of item 26, wherein:

the multicopter axis extends laterally to a forward direction ofmovement.

Item 28. The hybrid aerial vehicle assembly of item 26, wherein:

the multicopter mount is freely rotatable about the multicopter axisrelative to the body.

Item 29. An aerial vehicle, comprising:

a body including at least one wing; and

a multicopter mounted to the body,

the multicopter including a first rotor, a second rotor, and amechanical linkage connecting the first and second rotors to the wing,

the mechanical linkage being movable relative to the wing, to rotate thefirst and second rotors about spaced apart first and second axesrespectively between a multicopter configuration and a fixed wingconfiguration.

Item 30. The aerial vehicle of item 29, wherein:

the mechanical linkage is movable with one degree of freedom.

Item 31. The aerial vehicle of item 29, wherein:

in the multicopter configuration,

the first rotor is forward of the wing, and

the second rotor is rearward of the wing.

Item 32. The aerial vehicle of item 29, wherein:

in the fixed-wing configuration,

one of the first and second rotors is above the wing, and

the other of the first and second rotors is below the wing.

Item 33. The aerial vehicle of item 29, wherein:

in the multicopter configuration, the first and second rotors providelift to the body, and

in the fixed-wing configuration, the first and second rotors provideforward thrust to move the body forwardly and the wing provides lift tothe body.

Item 34. The aerial vehicle of item 29, wherein:

the mechanical linkage operates as a four-bar linkage in concert withthe body.

Item 35. The aerial vehicle of item 29, wherein:

the first and second axes are parallel.

Item 36. The aerial vehicle of item 35, wherein:

the first axis is forward of the second axis.

Item 37. An aerial vehicle kit comprising:

a multicopter linkage having a wing mount, a first rotor mount rotatablycoupled to the wing mount to rotate about a first lateral axis, and asecond rotor mount rotatably coupled to the wing mount to rotate about asecond lateral axis longitudinally spaced apart from the first lateralaxis,wherein the first and second rotor mounts are restricted to collectivesynchronous rotation relative to the wing mount between a multicopterconfiguration and a fixed-wing configuration.Item 38. The aerial vehicle kit of item 37, wherein:the multicopter linkage further comprises a first rotor arm and a secondrotor arm,each of the first and second rotor arms is rotatably coupled to the wingmount to rotate between the multicopter and fixed-wing configurations,the first rotor mount is provided on the first rotor arm, and the secondrotor mount is provided on the second rotor arm.Item 39. The aerial vehicle kit of item 38, wherein:the multicopter linkage further comprises a connector arm rotatablycoupled to the first and second rotor arms such that the wing mount, thefirst and second rotor arms, and the connector arm form a four barlinkage.Item 40. The aerial vehicle kit of item 37, wherein:the multicopter linkage further comprises a sensor mount rotatablyconnected to the wing mount, andthe sensor mount rotates relative to the wing mount when the first andsecond rotor mounts move between the multicopter and fixed-wingconfigurations.Item 41. The aerial vehicle kit of item 39, wherein:the multicopter linkage further comprises a sensor mount rotatablyconnected to the wing mount and rotatably coupled to the connector arm,andthe sensor mount rotates relative to the wing mount when the first andsecond rotor mounts rotate relative to the wing mount between themulticopter and fixed-wing configurations.Item 42. The aerial vehicle kit of item 37, further comprising:a configuration lock connectable to the multicopter linkage to inhibitthe first and second rotor mounts from rotating relative to the wingmount between the multicopter and fixed-wing configurations.Item 43. The aerial vehicle kit of item 37, further comprising:a plurality of multicopter rotors connectable to the first and secondrotor mounts.Item 44. The aerial vehicle kit of item 37, further comprising:a wing connectable to the wing mount.Item 45. The aerial vehicle kit of item 37, further comprising:a movement sensor connectable to the multicopter linkage at a positionthat moves relative to the wing mount when the first and second rotormounts rotate relative to the wing mount between the multicopter andfixed-wing configurations; anda configuration actuator connectable to the multicopter linkage andoperable to selectively rotate the first and second rotor mountsrelative to the wing mount between the multicopter and fixed-wingconfigurations.Item 46. The aerial vehicle kit of item 37, wherein the multicopterlinkage comprises:a first axle rotatable about the first lateral axis and connected to thefirst rotor mount,a second axle rotatable about the second lateral axis and connected tothe second rotor mount, anda transmission connected to the first and second axles, the transmissionrestricting the first and second rotor mounts to collective synchronousrotation relative to the wing mount between the multicopterconfiguration and the fixed-wing configuration.Item 47. The aerial vehicle kit of item 46, wherein:the transmission comprises a drive shaft having gear connections to thefirst and second axles.Item 48. The aerial vehicle kit of item 46, wherein:the transmission comprises a drive belt having pulley connections to thefirst and second axles.Item 49. The aerial vehicle kit of item 46, wherein:the transmission comprises a cable wound around the first and secondaxles.Item 50. An aerial vehicle comprising:a wing;first and second multicopter rotors rotatably coupled to the wing, thefirst multicopter rotor rotatable relative to the wing about a firstlateral axis, and the second multicopter rotor rotatable relative to thewing about a second lateral axis,

each multicopter rotor coupled to each other multicopter rotor, whereinthe multicopter rotors are restricted to collective synchronous rotationrelative to the wing between a multicopter configuration and afixed-wing configuration; and

a movement sensor coupled to the multicopter rotors, wherein themovement sensor is positioned to rotate relative to the wing when themulticopter rotors rotate relative to the wing between the multicopterand fixed-wing configurations.

Item 51. The aerial vehicle of item 50, further comprising:

a configuration actuator connected to the multicopter linkage andoperable to selectively rotate the plurality of multicopter rotorsrelative to the wing between the multicopter and fixed-wingconfigurations.

Item 52. The aerial vehicle of item 51, further comprising:

a hardware controller communicatively coupled to the movement sensor toreceive movement sensor readings, and communicatively coupled to theconfiguration actuator to send control signals to the configurationactuator.

Item 53. The aerial vehicle of item 50, further comprising:

a multicopter linkage having first and second rotor mounts, each rotormount rotatably coupled to the wing, the first multicopter rotor mountedto the first rotor mount, and the second multicopter rotor mounted tothe second rotor mount.

Item 54. The aerial vehicle of item 53, wherein the multicopter linkagecomprises: a four-bar linkage.

Item 55. The aerial vehicle of item 53, wherein the multicopter linkagecomprises:

a first axle rotatable about the first lateral axis and connected to thefirst rotor mount,

a second axle rotatable about the second lateral axis and connected tothe second rotor mount, and

a transmission connected to the first and second axles, the transmissionrestricting the first and second rotor mounts to collective synchronousrotation relative to the wing mount between the multicopterconfiguration and the fixed-wing configuration.

Item 56. The aerial vehicle of item 53, further comprising:

a configuration lock selectively connectable to the multicopter linkageto inhibit rotation of the multicopter rotors relative to the wingbetween the multicopter and fixed-wing configurations.

Item 57. A method of making an aerial vehicle, the method comprising:

providing a multicopter linkage having a wing mount, a first rotor mountrotatably coupled to the wing mount to rotate about a first lateralaxis, and a second rotor mount rotatably coupled to the wing mount torotate about a second lateral axis longitudinally spaced apart from thefirst lateral axis,

wherein the first and second rotor mounts are restricted to collectivesynchronous rotation relative to the wing mount between a multicopterconfiguration and a fixed-wing configuration;

mounting a wing to the wing mount; and

mounting a multicopter rotor to each of the rotor mounts.

Item 58. The method of item 57, further comprising:

mounting a movement sensor to the multicopter linkage at a position thatmoves relative to the wing when the rotor mounts rotate between themulticopter and fixed-wing configurations.

Item 59. The method of item 58, further comprising:

coupling a configuration actuator to the multicopter linkage, theconfiguration actuator operable to selectively rotate the rotor mountsrelative to the wing between the multicopter and fixed-wingconfigurations;

Item 60. The method of item 59, further comprising:

coupling a hardware controller to the multicopter linkage, the hardwarecontroller communicatively coupled to the movement sensor to receivemovement sensor readings, and communicatively coupled to theconfiguration actuator to send control signals to the configurationactuator.Item 61. The method of item 57, further comprising:connecting a configuration lock to the multicopter linkage to inhibitrotation of the rotor mounts relative to the wing mount betweenmulticopter and fixed-wing configurations.

The invention claimed is:
 1. An aerial vehicle comprising: a wing; amulticopter linkage having first and second rotor mounts, each rotormount rotatably coupled to the wing, first and second multicopter rotorsrotatably coupled to the wing by the multicopter linkage, the firstmulticopter rotor mounted to the first rotor mount and freely rotatablerelative to the wing about a first lateral axis, and the secondmulticopter rotor mounted to the second rotor mount and freely rotatablerelative to the wing about a second lateral axis, wherein themulticopter linkage comprises a first axle extending along the firstlateral axis and connected to the first rotor mount, a second axleextending along the second lateral axis and connected to the secondrotor mount, and a transmission connected to the first and second axles,the transmission restricting the first and second rotor mounts andmulticopter rotors to collective synchronous rotation relative to thewing mount between a multicopter configuration and a fixed-wingconfiguration.
 2. The aerial vehicle of claim 1, further comprising: amovement sensor coupled to the multicopter rotors, wherein the movementsensor is positioned to rotate relative to the wing when the multicopterrotors rotate relative to the wing between the multicopter andfixed-wing configurations.
 3. The aerial vehicle of claim 2, furthercomprising: a hardware controller communicatively coupled to themovement sensor to receive movement sensor readings, and communicativelycoupled to the first and second multicopter rotors to send controlsignals to the first and second multicopter rotors based at least inpart on the movement sensor readings.
 4. The aerial vehicle of claim 1,further comprising: a configuration lock selectively connectable to themulticopter linkage to inhibit rotation of the multicopter rotorsrelative to the wing between the multicopter and fixed-wingconfigurations.
 5. An aerial vehicle kit comprising: a multicopterlinkage having a wing mount, a first rotor mount rotatably coupled tothe wing mount to rotate about a first lateral axis, a second rotormount rotatably coupled to the wing mount to rotate about a secondlateral axis longitudinally spaced apart from the first lateral axis, afirst axle extending along the first lateral axis and connected to thefirst rotor mount, a second axle extending along the second lateral axisand connected to the second rotor mount, and a transmission connected tothe first and second axles, the transmission restricting the first andsecond rotor mounts to collective synchronous rotation relative to thewing mount between a multicopter configuration and a fixed-wingconfiguration, a wing connectable to the wing mount, wherein the firstand second multicopter rotor mounts are freely rotatably coupled to thewing mount about the respective first and second axles.
 6. The aerialvehicle kit of claim 5, wherein: the transmission comprises a firstrotor arm and a second rotor arm, each of the first and second rotorarms is rotatably coupled to the wing mount to rotate between themulticopter and fixed-wing configurations, the first rotor mount isprovided on the first rotor arm, and the second rotor mount is providedon the second rotor arm.
 7. The aerial vehicle kit of claim 6, wherein:the transmission further comprises a connector arm rotatably coupled tothe first and second rotor arms such that the wing mount, the first andsecond rotor arms, and the connector arm form a four bar linkage.
 8. Theaerial vehicle kit of claim 5, wherein: the multicopter linkage furthercomprises a sensor mount rotatably connected to the wing mount, and thesensor mount rotates relative to the wing mount when the first andsecond rotor mounts move between the multicopter and fixed-wingconfigurations.
 9. The aerial vehicle kit of claim 7, wherein: themulticopter linkage further comprises a sensor mount rotatably connectedto the wing mount and rotatably coupled to the connector arm, and thesensor mount rotates relative to the wing mount when the first andsecond rotor mounts rotate relative to the wing mount between themulticopter and fixed-wing configurations.
 10. The aerial vehicle kit ofclaim 5, further comprising: a configuration lock connectable to themulticopter linkage to inhibit the first and second rotor mounts fromrotating relative to the wing mount between the multicopter andfixed-wing configurations.
 11. The aerial vehicle kit of claim 5,further comprising: a plurality of multicopter rotors connectable to thefirst and second rotor mounts.
 12. The aerial vehicle kit of claim 5,further comprising: a movement sensor connectable to the multicopterlinkage at a position that moves relative to the wing mount when thefirst and second rotor mounts rotate relative to the wing mount betweenthe multicopter and fixed-wing configurations.
 13. The aerial vehiclekit of claim 5, wherein: the transmission comprises a drive shaft havinggear connections to the first and second axles.
 14. The aerial vehiclekit of claim 5, wherein: the transmission comprises a drive belt havingpulley connections to the first and second axles.
 15. The aerial vehiclekit of claim 5, wherein: the transmission comprises a cable wound aroundthe first and second axles.
 16. A method of making an aerial vehicle,the method comprising: providing a multicopter linkage having a wingmount, a first rotor mount rotatably coupled to the wing mount to rotateabout a first lateral axis, a second rotor mount rotatably coupled tothe wing mount to rotate about a second lateral axis longitudinallyspaced apart from the first lateral axis, a first axle extending alongthe first lateral axis and connected to the first rotor mount, a secondaxle extending along the second lateral axis and connected to the secondrotor mount, and a transmission connected to the first and second axles,the transmission restricting the first and second rotor mounts tocollective synchronous rotation relative to the wing mount between amulticopter configuration and a fixed-wing configuration, mounting awing to the wing mount; and mounting a multicopter rotor to each of therotor mounts, wherein the first and second multicopter rotors are freelyrotatably coupled to the wing about the respective first and secondaxles.
 17. The method of claim 16, further comprising: mounting amovement sensor to the multicopter linkage at a position that movesrelative to the wing when the rotor mounts rotate between themulticopter and fixed-wing configurations.
 18. The method of claim 17,further comprising: coupling a hardware controller to the multicopterlinkage, the hardware controller communicatively coupled to the movementsensor to receive movement sensor readings, and communicatively coupledto the multicopter rotors to send control signals to the multicopterrotors based at least in part on the movement sensor readings.
 19. Theaerial vehicle of claim 1, wherein: the first and second multicopterrotors are rotatable relative to the wing between the multicopter andfixed-wing configurations by modulating thrust of the first and secondmulticopter rotors to torque the first and second multicopter rotorsabout the first and second axes respectively.
 20. The aerial vehicle kitof claim 11, wherein: when the plurality of multicopter rotors areconnected to the first and second rotor mounts, the multicopter rotorsare rotatable relative to the wing mount between the multicopter andfixed-wing configurations by modulating thrust of the plurality ofmulticopter rotors to torque the plurality of multicopter rotors aboutthe first and second axes respectively.
 21. The aerial vehicle of claim1, wherein: the transmission includes one of a four-bar linkage, a driveshaft, a drive belt, and a drive cable.
 22. The method of claim 16,wherein: the transmission includes one of a four-bar linkage, a driveshaft, a drive belt, and a drive cable.